http://seafarerslog.org/archives/files/original/31823b63db317c98e10af15b75013162.PDF 14a7c651c3cb4ee2f8f398ea77ee7148 PDF Text Text X - '"t] 1 "TA Carter Backs 9.5% O// Cargo Preference See Page 3 mi Emjarar E^l /•J . .m- : -i L-- - x iS-^"- ' i:S^ •••:r.Sr€v?C:-:v:- .•-* "• X ' " ,'IfX'V "'* .''^I'^jriX''"^ '""Tri'• • S^ Page 7. l¥-K^5 • SlU Attacks Coast Guard at Hearings .-S ?1"'' •- r-.-^fiT^ I See Page 5 Alaskan Oil Swap Plan Rejected See Page 10 SlU. NMU Sign Agreement to Study Merger See Page 11 i •'•. " ii'" • "' gfX" ' '!I �s Boatmen at CaribeTowing Approve 3-Year Contract A new three-year contract with Caribe Towing was recently wrapped up and overwhelmingly ratified by SIU Boatmen employed by Caribe in San Juan, Puerto Rico and on Caribe's off­ shore boats running from the U.S. mainland to the islands. At a special contract ratification meeting in the Santurce Union Hall on June 18, the members voted unani­ mously to accept the new agreement. It was also ratified aboard each offshore boat and by the two crews on the har­ bor boat in Jacksonville, Fla. . The new contract was drawn up along the lines of the "standard agree­ ment" which the SIU is negotiating for all the members in the towing industry. What happened with Caribe, therefore, is a step forward for all SIU Boatmen. The new contract won SIU Boatmen in both Caribe operations significant wage increases, welfare benefits and many beneficial work rule changes. Most important, it established an in­ dustry-wide SIU Vacation Plan for Ca­ ribe Boatmen. Vacation benefits will now be based on the number of days worked and will be paid to qualified employees for every 90 days worked after the effective date of the contract, July 1, 1977. The contract also made major im­ provements in the Seafarers Welfare Plan, including: • Full cost coverage for hospital ex­ tras • Full cost coverage for intensive care • Increased maternity benefits from $300 to $500 • Increased maximum surgery cov­ erage from $450 to $600 • Increased coverage for doctor calls • Increased death benefit to $5,000, and • A new benefit up to $5,000 for ac­ cidental dismemberment or loss of eyes. Higher pension benefits were an­ other major gain. All SIU Boatmen em­ ployed by Caribe are currently eligible for a $240 per month pension. The new contract increases the monthly payment to $340 for anyone eligible to retire after July 1, 1979. The contract made an important change in the grievance and abitration procedure requiring Caribe to give em­ ployees written notice of disciplinary action and the reasons, with a copy to the Union. Seniority provisions were also es­ tablished within each job classification. Layoffs and recalls must be in accord­ ance with seniority and present employ­ ees must be considered first in making promotions. ru D Ln Paul Hail [S©[o)®i7^ Oil Cargo Preference Hears For the U.S. Maritime Industry The U.S. maritime industry is on the verge of achieving a landmark goal that we, especially in the SIU, have been fighting to win for a long, long time. That goal is oil cargo preference for American-built, American-manned tankers. The breakthrough in this battle came earlier this month when President Carter announced that he will support a bill to require that 9.5 percent of all U.S. oil imports be carried in American bottoms by 1982. Under the provisions of this bill, U.S. tankers, which now carry only 3.5 percent of America's oil imports, would immediately be guaranteed a 4.5 percent share. The U.S. fleet's share would then increase 1 percent each year for five years until the 9.5 percent mark is achieved. (See full news story on Page 3) Before I talk about the benefits of this bill, however, I think everyone should be aware of two very important points. First, oil cargo preference is not now, nor has it ever been, strictly a maritime issue. When we talk about cargo preference, we are also talking about the economic and job structures of this nation, as well as America's overall national security picture. Second, President Carter's proposal concerning cargo preference is still just that—a proposal. The bill must clear both the House and the Senate, and we can expect strong opposition on this issue from our traditional opponents, the multinational oil lobby and foreign maritime interests. However, with the Administration's support, coupled with the continued grassroots political work of rnaritime labor, I am very confident that the new oil bill will soon be law. Now the question. What does it all mean? First of all, 9.5 percent oil cargo preference means the creation of as many • The new contract also provides that in the event of a death in the immediate family, the employee shall be given three days off with pay. Pay Transportation Costs Another highlight of the contract— one that benefits both the SIU Boatmen and the Union as a whole—is that Ca­ ribe agreed to pay round trip transpor­ tation costs incurred by an employee goine to the Harry Lundeberg School for upgrading courses. So that unlicensed personnel can get the necessary practical experience to upgrade, the Union was also successful in getting Caribe to carry trainee en­ gineers and trainee mates on its boats. The Caribe contract is an important step toward achievement of the SUTs long range goal to make benefits like these standard for employees of all its contracted towing companies. SIU Inland Boatmen from Puerto Rico gathered in the Union Hall to consider the new contract with Caribe Towing. Several of the members brought along their children—Boatmen and Boatwomen of the future. as 3,600 new jobs for American seaman on U.S.-flag tankers. It also means the creation of tens of thousands of new shipyard and related industrial jobs for Americans in the construction of new tankers. These vessels will represent both new additions to the existing U.S. tanker fleet, as well as replacements for older, worn-out ships that otherwise would simply be scrapped. In this regard, the new oil bill will further guarantee that America's peacetime shipbuilding industry, the life blood of the U.S. merchant fleet, will continue to expand its activities and help launch the U.S. fleet into a better competitive position among world merchant marine powers. In addition, the legislation will reduce America's dependence on the use of unsafe, undependable foreign-flag and flag-of-convenience ships for the carriage of our oil imports. Also, the increased use of U.S. ships will substantially help the U.S. balance of payments picture, which so far this year has been operating in the red. Despite all these positive benefits, though, I believe that the single most important point concerning this legislation that must be made here is this: for the first time in many, many years, a national Administration has recog­ nized the fact that a modern, industrial nation cannot expect to remain a a world economic or military power without a modern, competitive merchant marine. And I believe that it is only this kind of positive attitude toward maritime, both in the White House and in Gongress, that will enable us to achieve our ultimate goal of a completely revitalized, globally competitive U.S. merchant fleet. One more thing. Whether this particular bill makes it or not, SIU members in general should be proud of the critical role they have played in carrying the fight for oil cargo preference for U.S. ships this far. It was this membership's support of the Union's political apparatus that enabled the SIU to begin this fight in the first place. That was nearly seven years ago in the 92nd Congress. At that time, cargo preference was defeated in the Senate by seven votes. A few yearsv later, the SIU succeeded in mobilizing virtually the entire labor movement in support of a new oil bill, the Energy Transportation Security Act of 1974. As you know, we got that bill as far as President Ford's desk, where it died. Even though we were ultimately defeated both of these times, the SIU's work and perseverance throughout is what has now brought us to the threshold of victory on oil cargo preference. It has been a long and difficult fight, and it would be wrong to say that the fight is over. Quite the opposite, the fight to perpetuate our industry to the point where American ships carry a significant percentage of all U.S. cargoes is just beginning. It won't be easy. But then again, it never has been. Change of address cards on Form 3579 should be sent to Seafarers International Union, jAtfantic^Gulf Lakes and Inland Waters District, AFL-CIO, 675Tourth Ave., Brooklyn, N.Y. 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 39, No. 7, 2/LOG / July 1977 �Starts at 4.5% 11; ' Carter Backs 9.5% Oil Cargo Preference WASHINGTON, D.C.—In a move that could nearly triple the amount of oil cargoes presently carried in Ameri­ can bottoms, President Jimmy Carter announced this month that he will sup­ port a bill to require that 9.5 percent of all U.S. oil imports be carried in U.S.built, U.S.-manned tankers. The Carter supported bill would ini­ tially set a 4.5 percent quota for U.S. tankers, with that figure rising 1 percent a year for five years until the 9.5 percent figure is reached in 1982. Presently, U.S. ships carry only 3.5 percent of America's oil imports annudly. Committee, predicted that with the President's support "this legislation will pass the Congress and be signed into law in very short order." Murphy, whose committee has al­ ready begun hearings on such a bill, added that the move to oil cargo pref­ erence for U.S. ships "is the cornerstone of a realistic national maritime policy," and it marks "the beginning of a new era for America, which may well achieve again the number one position in the world as a maritime nation as we were during World War II." SIU President Paul Hall called Presi­ dent Carter's decision to support oil cargo preference for U.S. ships ''an im­ portant step" towards strengthening the national security and creating needed johs. Shipyard Jobs In addition to new seagoing jobs, the bill will also create thousands of new jobs for Americans in shipbuilding and related industries. An extremely important aspect of the bill rejects the so-called concept of "reflagging," that is, allowing U.S. opera­ tors to buy idle foreign tankers, register them under the U.S. flag and participate in the oil trade. The rejection of the "reflagging" con­ cept guarantees that American yards will be kept busy in the construction of numerous new tankers, representing both new additions to the U.S. merchant fleet, as well as replacements for old Robert J. Blackwell, assistant sec­ retary of commerce for maritime af­ fairs, estimates that the bill will create between 2,500 and 3,600 "additional and much-needed jobs for American seamen" by 1982. The bill, of course, must still pass both the House and Senate before becoming law. However, Rep. John Murphy (D-N.Y.), chairman of the House Merchant Marine and Fisheries tankers scheduled to be scrapped. Also in regard to the shipbuilding aspect, Secretary of the Navy W. Gra­ ham Clayton, in testimony before the House Merchant Marine Committee, said that the increased activities of American yards in the construction of commercial tankers caused by a 9.5 per­ cent oil cargo preference bill, would not interfere with the Navy's shipbuilding program for the future. Presently, the entire U.S. tanker fleet consists of about 250 ships. In addition to the thousands of jobs the new bill will create on ships, in ship­ yards and related industries, the bill will also: • Reduce America's dependence on unreliable, often unsafe, foreign-flag vessels for the carriage of America's oil imports. • Provide for the maintenance of the shipbuilding industrial base required by our national security. • Substantially help relieve the defi­ cit knthe U.S. balance of payments pic­ ture. Opposition Expected Despite the support of the White House on the 9.5 percent oil preference bill, stiff opposition is still expected from the oil companies and foreign maritime interests. In fact. President Carter ignored a last minute effort by 11 maritime na­ tions, including Great Britain, Norway and Japan, to get the President to change his mind. In a note delivered to the State De­ partment two days before Carter made his announcement, this coalition of 11 nations said that they would be opposed to even a compromise plan on cargo preference for U.S. ships. They con- DEEP SEA eluded the note by saying that they hoped "the United States will bear in mind the common interest of her mari­ time trading partners. The oil companies are expected to come up with their old argument that consumer prices would be pushed up if a percentage of oil cargoes were re­ served for U.S. ships. However, a Commerce Department report on the legislation has already shot some holes in this argument. The report noted that even at maxi­ mum use of U.S. tankers, added transContiniied on Page 34 Flexibility^ Education Answering Maritime Industry's Needs Flexibility—it's the key to the SIU and the Lundeberg School's answer to industry needs. Our union and its con­ tracted companies are always studying shipping trends to forecast the need for men and skills in our industry. HLS has programs to give Seafarers new and better skills to meet these in­ dustry needs. Today, the future of American mer­ chant shipping looks very bright. All signs point to more and more ships un­ der the U.S. flag. This means many good jobs for Seafarers. HLS has the programs to help every member get ahead. At the same time, HLS gradu­ ates are ready to meet every manpower need of our industry. Seafarers know this. In recent months, many members have come to the school to upgrade. So, the school has scheduled more courses and has even doubled the size of some pro­ grams. During the month of July, for example, 260 Seafarers completed courses at HLS and moved up to higher ratings. Most of these Seafarers now hold jobs in the middle ratings—AB, FOWT and Assistant Cook. As these Seafarers move up, their former entry jobs will be filled by grad­ pared for better jobs and a brighter uates of the Basic Vocational Program future. at the school. The trainee classes at Today, these members are meeting HLS are growing, too. In the last three the manpower demands of U.S.-flag months, 163 trainees graduated and ships finally coming out of their long signed on their first vessel. This means lay-ups. When the industry was ready, there are trained Seafarers aboard so was the SIU.' ¥ every SIU ship at all job levels. Flexibility is the key to this readi­ But even "with these large numbers ness. Through the educational pro­ of students, quality is never lost at the ing and engineroom operations of these grams at HLS, Seafarers can meet any Lundeberg School. New staff members ships. Their former ratings were filled industry need and build good careers, have come to HLS as full- or part-time by graduates of other HLS upgrading too. instructors, teachers; tutors and aides. courses, who were followed in the entry Every Seafarer should be ready to Individual help for each student is re­ ratings Ijy HLS trainees. take advantage of the great job oppor­ sponsible for the success of HLS grad­ An even more recent example of tunities that are available now. Take a uates. These graduates have the read­ career growth for Seafarers and skilled big step ahead in your shipping career crews for industry is the manning of —fill out the upgrading application in ing, math and job skills to do their work the LNG Aquarius. Every unlicensed this edition of the Log and mail it to with real know-how. This quality of crewmember aboard this vessel grad­ HLS today. education at the school will never uated from the Lundeberg School's change. Of course, the present growth of the LNG Program. The entire standby crew also completed this program. As the U.S.-flag fleet is not the first time the Aquarius' 11 sister ships are launched, Lundeberg School and the SIU have there will be qualified Seafarers stand­ met the need for flexibility. There are many examples of this approach to ing by to man them. Entry-rated seamen Most Seafarers remember, too, those education. in all ports must showtheii gray days not too long ago when Amer­ A few years ago, many big tankers last six months' discharges he^ ican shipping was very slow because of and other new ships were launched. fore they can register for To get ready for these vessels, 623 Sea­ third flag ships and cut throat rates. shipping. So, many Seafarers spent their time on farers upgraded to QMED. They stood the beach studying at HLS. They pre­ ready to handle the complicated pump- Six Months' Discharges Overseas Chicago Dispatchers' Reports: Great Lakes Deep Sea Inland Waters Nev/ Houston Hall .. .Pages 12-13 INDEX Legislative News Washington Activities Coast Guard hearings Oil cargo preference . .. Page 9 ..Pages ..Page 3 Union News President's Report — Caribe contract SlU-NMU agreement ., Headquarters Notes .., Brotherhood in Action , Lakes Picture Inland Lines At Sea-Ashore Sabine: Dixie contracts SPAD honor roll . MCS and SIU merger . ..Page 2 ..Page 2 . Page 11 .. Page 7 .Page 38 .. Page 8 .. Page 6 . Page 17 Page 27 . Page 39 .Page 6 General News National unemployment •.. Page 27 Locks and Dam 26 Page 18 Laborers Union Page 32 Oil swap rejected ......Page 10 . PHS facilities Page 6 Adm. Moore telegram ... .Page 9 Ringling Bros ..Page 9 Shipping Tug Dennis Hendricks .... Page 7 77 Stuyvesant Page 27 LNG Aquarius ' Page 10 Around Houston harbor Back Page Wilt Colonna-Christine E. . Page 25 Ships' Committees Page 4 Ships' Digests Page 23 Page 7 Page 30 Page 24 Page 34 Training and Upgrading Inland upgrading Page 36 Meeting manpower needs . Page 3 Seafarers participate in 'A' seniority upgrading .Page 38 HLS courses and application Pages 36-37 Membership News Former scholarship winner Page 26 Engineer Lonnie Dooley . .Page 17 Boatwoman Bandelean .. Page 37 Laker Martinussen Boatman Whightsil New Pensioners Final Departures Page 26 Page 27 .Page 35 Page 33 Special Features Louisiana sweep and conference Pages 19-22 PL 489 cargoes Page 29 Swedish labor Pages 14-16 Articles of particular interest to members in each area can be found on the following pages: Deep Sea: 3. 4, 7.10.17. 23. 24. 38 Inland Waters: 2, 6. 18. 19-22. Back Page Great Lakes: 8, 26,30 July 1977/LOG/3 !• "T , , ' y I 1 } 7. J. �Pisces Committee Overseas Vivian Committee Last month at a payoff in the port of Baltimore, the Ship's Committee and a crewmember of the ST Pisces (Westchester Marine) were lead by (right) Re­ certified Bosun Burton Owen, ship's chairman. Others of the committee and the crewmember are (I; to r.) Deck Delegate F. M. Rose,- Education Director Thomas Long, Steward Delegate 0. Loper and AB S. Thomas. The ST Overseas Vivian (Maritime Overseas) paid off late last month at the GATX Dock in Carteret, N.J. Having their group photo aboard are the Ship's Committee and a crewmember of (I. to r.) Steward Delegate R. Gonzales, Chief Steward Dario Martinez, secretary-reporter; BR Herman Miller, Recertified Bosun J.W.Parker, ship's chairman; Deck Delegate A. G.Wilson. THE COMMITTEE PAGE Carter Braxton Committee Baltimore Committee Recertified Bosun Richard "Blackie" Thoe (2nd right) ship's chairman of the Mariner SS Carter Braxton (Waterman) poses with the-rest-of the Ship's Com­ mittee of (I. to r.) Chief Cook Johnny Young, Deck Delegate Joseph Blanchard, Steward Delegate Fred N. Lindsey and Education Director George Connell. The ship paid off recently at Brooklyn's Pier 7 in the port of New York. Here's the full Ship's Committee of the SS Baltimore (Sea-Land) at a payoff in Newark, NJ. They are (I. to r.) Deck Delegate Frank Buhl, Engine Delegate Frederick W. Neil, Recertified Bosun Bill Osborne, ship's chairman; Education Director N. Reiddi, Chief Cook E. Dale, Chief Steward Joseph De Use, sec­ retary-reporter and Steward Delegate Oscar Gatlin. Boston Committee Early last month in Port Elizabeth, N.J. at a payoff. Recertified Bosun Leyai Joseph (right) ship's chairman of the SS Boston (Sea-Land) is with the Ship's Committee and some of the crew. They are (I. to r.) Chief Cook S. Bell, steward delegate; Oiler R. Rodgers, Wiper Charles A. Campbell, OS Tom Carroll, Chief Steward James Keno, secretary-reporter: AB T. Ryan, deck delegate and Education Director D. R. Pase. 4/LOG/July 1977 Sam Houston Committee N.Y. Patrolman Teddy Babkowski (seated right) answers question of EngineDelegate Richard Hannon (seated center )as the rest of theShip'sCommittee of the LASH ship Sam Houston (Waterman) await a payoff. They are (I. to r.) seated Recertified Bosun Homer Workman, ship's chairman and standing. Deck Delegate Gordon L. Davis and Steward Delegate Ahmed Alammari. The payoff took place at Pier 7, Brooklyn. N.Y. on June 24. �Ai House Hearings on Coasf Guard: Drozak Blasts USCG Failures on Safety The SIU fired its first round of heavy criticism at the Coast Guard in hearings which began last month in Washington, and which could prove to be an historic step fbrward for the health and safety of American seamen. "The Coast Guard's actions have had dire implications for merchant seamen," SIU Executive Vice President Frank Drozak testified on June 23 before the House Coast Guard Subcommittee's hearings on merchant marine safety. "The time is long overdue for Con­ gress to undertake an extensive compre­ hensive investigation of the Coast Guard practices," he insisted, and "to decide whether another Federal body should be entrusted with jurisdiction over the merchant marine." A group of about 25 concerned SIU members came to Washington from a conference at Piney Point, Md. to hear Drozak's important testimony. His presentation is the first of several to be made at the Subcommittee hearings by StU. repi^sentatives. ^ : The hearings are the culmination of the SIU's intensive efforts over the past SIU Executive Vice President Frank Drozak shown testifying before the House Coast Guard Subcommittee. SIU members came to Washingtorv to see the. actual presentafHon of the Union's Importanttestimony on theCoast Guard. year to bring the Coast Guard's long­ standing failures to public attention. They follow the Union's unsuccessful attempts to gain the Coast Guard's co­ operation in correcting widespread ma­ rine safety problems. The hearings are also Congress' first long look at Coast Guard activities since it gave the Coast Guard the legal re­ sponsibility for merchant marine safety in 1946. Drozak's testimony was backed up by the Union's interviews with approxi­ mately 40 Seafarers, and by docu­ mented examples of accidents and deaths that might have been prevented by the Coast Guard. Incident after inci­ dent, Drozak said, proves that "the Coast Guard cannot be trusted to en­ force Congressionally-mandated na­ tional policy." Instead of preventing hazardous ship- hoard conditions, the Coast Guard has allowed these conditions to exist and, in some cases, has even created them, he explained. The conditions exist on deep sea, Great Lakes and inland vessels and in­ clude excessive overtime, too little port time, excessive engine room noise and dangerous vertical climbs aboard .ship. Drozak's examples revealed that these conditions lead to fatigue, tension, psy­ chological isolation, alcoholism, deaf­ ness, marine accidents and death. "For too long, American merchant seamen have been subject to the uni­ lateral whims of the Coast Guard. The results have been disastrous." Drozak explained to the Subcommit­ tee in detail how the Coast Guard's manning standards have caused exces­ sive overtime and severe health and safety risks for merchant marine crews. He cited overtime rates as high as 120 to 160 percent on the Falcon tankers and from 115-120 percent on the super­ tankers Brooklyn, Williamsburg and Massachusetts, where reduced manning has been in effect. The reduced crews on these ships and others such as the Chevron, Zapata and Sugar Islander class tankers, where the Coast Guard has eliminated all engine room ratings, not only must work ex­ cessive overtime in order to operate the vessel, but suffer an "intolerable bur­ den" if one seaman becomes ill and cannot perform his duties, Drozak said. Even in port, he continued, seamen often cannot take adequate time off be­ cause the Coast Guard's manning scales do not allow the necessary relief man­ power. Three men were killed, the Master, Continued on Page 30 Schulman: U.S, Seaman Have Rights, Too Howard Schulman, SIU general counsel, attacked the Coast Guard before a Congressional hearing last month for refusing to recognize that merchant seamen, "as American em­ ployees, are entitled to the protection of our national labor laws." Schulman testified along with SIU Executive Vice-President Frank Dro­ zak on June 23 before the House Coast Guard Subcommittee which is holding hearings on merchant marine safety. Both men strongly criticized the Coast Guard's reduced vessel manning policies because they threaten the safety of merchant seamen and violate their rights as American workers. Schulman stressed that labor and management have the sole rights, under national labor law, to determine work loads, hours and the number of workers on the job. The Coast Guard has a "limited veto power," he said, to inter­ fere in these agreements if they conflict with safe navigation. But the Coast Guard has reversed this procedure by determining vessel manning in advance without consulting the maritime unions, he explained. Moreover, it has done so in spite of its commitment before a Hcu.se Coast Guard Subcommittee meeting in 1975 that it would consult with labor on ves­ sel crews, he added. "We believe the Coast Guard's un­ willingness to carry through on its com­ mitments is a clear indication of its indifferent attitude towards the overall safety and well being of the seagoing work force." Instead of setting manning scales that would insure safe navigation of ves­ sels, the Coast Guard has eliminated ratings and caused the remaining crew to work excessive overtime, Schulman said. The result has been overworked crews operating vessels with a high risk of accident due to fatigue. yiolates OSHA Standards This policy not only violates labor law, but also the Occupational Safety and Health Act of 1970, which was passed to establish safe and healthful working conditions. Seven years after the passage of this act, Schulman, pointed out to the Subcommittee, the Coast Guard has still not done any­ thing to carry out its provisions in the maritime industry. Schulman also attacked the Coast Guard's "brazen disregard for the law by permitting the use of riding crews," that is, laborers who are employed to do maintenance and repair work on vessels instead of regular merchant sea­ men crew members. The law allows only regular crewmembers or passen- SIU General Counsel Howard Schul­ man explained to the Subcommittee how the Coast Guard has ignored the rights of American merchant seamen. gers to sail aboard merchant vessels. This practice "not only increases the risk of accident and injury," Schulman said, "but aLso, again runs counter to the Congressionally-mandated labor policy" of collective bargaining. By al­ lowing riding crews, he explained, the Coast Guard encourages employers to contract out work, which is "a proper matter of collective bargaining between representatives of merchant seamen and vessel operators." The Coast Guard also has failed to exercise its authority for safety of life on Outer Continental Shelf oil drilling rigs, Schulman charged. Many accidents resulting in death and destruction of property continuously occur in this in­ dustry, yet the Coast Guard has not is­ sued any safety regulations for work on this equipment, he said. Its only response has been to estab­ lish an advisory group to set regula­ tions, which has no labor representa­ tion. The group, composed almost entirely of industry representatives, has proposed regulations which would allow workers with no maritime train­ ing, or experience to work on these mo­ bile. self-propelled rigs, he protested. Schulman criticized another Coast Guard proposal, an amendment to the Independent Safety Board Act of 1974 which requires investigations of major marine casualties. "The Coast Guard would consider a major marine casualty only if six per­ sons were killed. We find such a pro­ posal the most shocking. The death of one person in a civilized society such as ours is a major marine casualty. Obviously the Coast Guard believes otherwise." Schulman concluded his remarks by asking for a Congressional investiga­ tion of the Coast Guard's practices, for new legislation to correct its failings and consideration for giving its author­ ity for merthant marine safety to an­ other Federal agency. July 1977 / LOG/5 �GAO Study Proves PHS Needs More Money After a General Accounting Office (GAO) study revealed that service and care in the PHS hospitals has been slid­ ing since 1973, Senator Warren Magnuson (D-Wash.) went to bat to get the hospitals and clinics more money. The GAO study, which was completed in May, blamed the problems in the PHS hospital system on spiraling inflation and limited budget increases. Based on the report, in June the Sen­ ate Committee on Appropriations voted $270 million for the PHS system; $210 million for patient care and back debts and $60 million for hospital and con­ struction and modernization which will help put the eight hospitals and 26 clinics in line with present life-safety and fire codes. Magnuson is chairman of the Senate Labor, Health Education and Welfare Appropriations Subcommittee which handles the PHS budget. He has closely followed the situation in the PHS sys­ tem and back in 1973 authored a bill requiring the hospitals to provide a level and range of services at least equal to that provided on Jan. 1, 1973. However, since 1973, the GAO re­ port revealed, the PHS system has had to reduce the level and range of health related activities, including training and research. It has not been able to main­ tain the staff at the authorized level, or keep an adequate inventory of drugs and other supplies. Obsolete equipment is not replaced, new advanced equip­ ment is not bought, while the whole system is deteriorating because there is not enough money to repair existing equipment and facilities. Alarmed at Trend The GAO expressed concern that "some hospitals and clinics are reduc­ ing direct patient care services or are increasing the waiting time to obtain such services." The study said that hos­ pital employees and officials were also alarmed about the trend. The GAO is the investigative arm of Congress. The $60 million for modernization of the buildings and facilities was in­ cluded as a result of an HEW study that Magnuson requested last year. An SlU-manned tug, the Maryland, operated by Great Lakes Towing Com- j "HEW reported to us that more than pany, won this year's International Tugboat Race on July 4th. The Maryland I $110 million would be needed to do beat out 13 other American and Canadian tugs in the race which is part of j the job completely," he said, noting that the annual Freedom Festival held between Detroit and Windsor, Ontario. • the $60 million would get the program under way. Jacksonville Magnuson favors more money for the PHS system partly because he I A new three-year contract has been unanimously ratified by SIU Boatmen thinks that the hospitals can expand j working for Caribe Towing Co. The wages and conditions in the new contract, their function in the future. He sug­ I which includes the SIU Vacation Plan, are among the best in the industry. gested that PHS hospitals which are lo­ I cated in medically underserved urban I St. Louis areas would be used as special com­ A week of rainfall has raised the water level of the Mississippi River above munity health centers. "Why should we I spend millions of dollars for new pro­ j the dangerously low level it had reached last month, but more rain will be grams and new facilities when we I needed this summer to assure unhampered navigation when the low water should be able to use a sound PHS hos­ I season hits this fall. Here's another weather-related item (and a nice cooling thought!): The pital system which is already in exis­ j tence," he asked. "The hospitals could I Coast Guard hopes to have at least one and possibly two air-cushion iceconduct some important studies which I breakers operating in the St. Louis District next winter, in order to keep the would help us get ready for any national J Illinois Waterway free of ice. The ice-breaker will hopefully prevent major ice health insurance program. And their I gorges which halted navigation last winter. professional staffs are more than capa­ ble of doing that type of work." Norfolk ! Although there was some opposition, The SlU-manncd Eileen McAllister of McAllister Brothers Towing has just j the PHS appropriation passed the Sen­ been crewed and put into service in the Hampton Roads harbor area. The i ate vote as part of the general aproprianew 6290 hp. tug joins a fleet of seven other company tugs in the area and is j tions for the Departments of Labor and the most powerful of them all. | Health Education and Welfare. As the Log goes to press, the bill is in confer­ Cleveland | ence between the House and Senate. The SlU-contracted Great Lakes Dredge and Dock Co. was the low bidder • The House had voted only $135 million on a harbor-deepening project to begin soon in Ashtabula, Ohio near here. S for the PHS hospitals and clinics, which I is exactly the amount the Carter Ad­ ministration requested, so the final ap­ Mobile I propriation has not yet been decided. Construction of the Tennessce-Tombigbee Waterway is moving along right ' on schedule. This important new waterway, which will connect the Ohio River j system with the Gulf of Mexico at Mobile, should be completed by 1980. Ac- i cording to SIU Port Agent Gerry Brown, the port of Mobile is busy getting ' ready for the large increase in traffic which is expected upon the completion j of U.S.-flag ocean carriers, maritime of the Tenn-Tom project. i labor unions, and shipbuilders. The NMC, a non-profit organization Port Arthur founded in 1971, has been credited with the creation of a new climate of I Two SlU-contracted companies, Sabine Towing and Moran of Texas, are unity within the entire U.S. maritime ' constructing new harbor tugs to be crewed sometime in the late summer or industry. It has also been influential in ! early fall. bringing about the existing labor-man­ I SIU representative Don Anderson reports that shipping is excellent in this agement stability and the development J port and all SIU book men are welcome. of a more responsive relationship be­ tween the exporter-importer community and the U.S. shipping industry. The organization consists of repre­ sentatives from labor, management, and Government. Barker Elected NMC Chairman WASHINGTON, D.C.—The Na­ tional Maritime Council Board of Gov­ ernors recently uanimously elected as their new chairman, James R. Barker who is chairman and chief executive officer of Moore-McCormack Re­ sources, Inc., in Stamford, Conn. He will succeed Paul R. Richardson of Paul Richardson Associates, Inc., Holmdel, N.J. Barker previously served as chairman of the NMC's Executive Committee. SlU President Paul Hall is also a member of the Board of Governors along with 34 other chief exccuuves Belle River Gets Set to Sail On July 12 the new 1000-ft. Great Lakes carrier M/V Belle River was christened at the Bay Shipbuilding Corp. Yard,' Sturgeon Bay, Wise. After trial runs it will join the SlU-contracted American Steamship Co. fleet in August. The self-unloader will go into exclusive service as a carrier of low sulfur Western coal to the Detroit Edison Co. 6 / LOG /July 1977 MC&S Merger With SIU A&G District Is Proceeding The SIU A&G District and the Ma­ rine, Cooks and Stewards' Union mem­ bers, at recent regular membership meetings, voted overwhelmingly in fa­ vor of a proposal for MCS to merge with the A&G. This action, as further directed by the membership, has been followed by meetings between commit­ tees representing both unions working out the details of the merger. The, committees have agreed upon many of the merger details so as to as­ sure that each respective niembership's job rights, security, pension and all other benefits are fully protected." At the same time, the committees have explored and tentatively devel­ oped programs which would make available greater job security and op­ portunities for each union's member­ ship. Of course, all final proposals which the committees may agree upon will ultimately be acted upon by the respec­ tive memberships in a referendum vote. Conferences and checking of legal documents and similar materials are continuing between representatives of the MCS. and the A&G lawyers, ac­ countants and other technicians. In this way, the merger, when submitted to and if adopted by the memberships, will be in accord with the many legal require­ ments and governmental rules and regulations. It is anticipated that the legal and paper work which the merger requires, including governmental action of ap­ proval of certain items where necessary, will be completed shortly. When finalized, the committees' ac­ tion which will constitute the merger proposal, will be submitted to appro­ priate membership meetings of both unions, publicized and then voted upon in a referendum by the memberships. �Headquarti^r^i by SIU Execiilive Vice President Frank Drozak Since its beginning, the SIU has faced a special challenge within the American labor movement: to maintain unity and solidarity for a member­ ship that is always on the move. At any given time, most of our members are away from home, spread out on waters throughout the country and the world. Yet we have never allowed our members to remain at sea in the sense of being out of touch with the Union. The Union is not just the officials and the hiring halls on the beach. It is for the most part, the shipboard members themselves who must keep up the flow of Union activity that binds us all together whether on land or sea. And the shipboard member who plays the most important part in this essential activity is the Ship's Chairman. The responsibilities of the Ship's Chairman are set forth in the SIU contract and in general Union procedures. Whether or not he carries them out can affect not only the crew aboard an individual vessel, but also the entire Union membership. The Ship's Chairman, designated by the contract as the Bosun, is the link between the shipboard crew and the Union leadership in the nearest Union Hall and in Headquarters. His duties in this capacity begin even before the vessel sails. It is the Ship's Chairman who must notify the Union if any member of the unlicensed crew do not report for duty. And he must do so within ample time for the Union to contact the missing member or to find a replacement. This is a major responsibility because it is the Union's last chance to prevent a ship from sailing short. And this is especially important now so that the Union can continue to prove its ability to meet the maritime industry's growing need for manpower. If the Ship's Chairman fails to do his part in seeing to it that all SIU crew positions are filled, he endangers the job security of all members. We have a contractual obligation with our operators to provide necessary personnel. If we don't, we are hurting our own reputation and our own chances to negotiate that next contract. But it hurts us in other ways too. For every ship that sails short, the Union loses money, or to be more accurate, you as an SIU member lose the money that would have been paid by the operator into the Union's Welfare, Pension and Vacation Plans for every day the missing SIU crewmember should have been on the job. A vessel that sails short also means the remaining crew has to bear the burden of performing the missing member's job in addition to their own. With vessel manning scales already at a minimum, this makes excessive overtime, fatigue and high accident risk inevitable. The Ship's Chairman also must notify the Union if the vessel will arrive in port short any crewmembers she sailed with. This gives the Union adequate time to line up relief manpower for shoreside duties. Once the ship sails, the Ship's Chairman takes on the important job of acting as the primary spokesman for the unlicensed crew. He presides at weekly shipboard meetings where he has the responsibility to bring any problems to light and to resolve them as quickly as possible. Since the crew cannot attend the membership meetings in port, these shipboard meetings are the crew's only chance at sea to exercise their rights as Union members. The SIU learned early in its history that a successful union is one that runs on strong leadership and a well-informed membership. And we have worked hard to make this ideal a reality for our highly mobile membership. A good Ship's Chairman not only deals with problems at shipboard meetings but uses this time to keep the crew up-to-date on important maritime issues. This is the time when he should bring out copies of the Log and other material sent to the ship. Reading and discussing articles at shipboard meetings is the way the Ship's Chairman can foster understanding and solidarity among the membership on the issues that affect our livelihood as merchant seamen. One Ship's Chairman at sea cannot alone meet the challenge of uniting a mobile, isolated membership, no more than one port agent or other Union official can, working alone on the beach. But if we all work together and carry our share of Union responsibility, we will achieve a network of effective communication and action that will defy our physical barriers. SlU-Contracted Overseas Chicago Used for Training The ST Overseas Chicago may not be the very first tanker to load oil from the Alaska Pipeline, but this SIUcontracted ship will probably know her way around the port of Valdez better than any other tanker by the time she takes on her first load of Alaskan crude. The Chicago, Maritime Overseas Corp.'s (MOC) new 89,700 dwt tanker, is seeing her first service as she trains ship's officer personnel for pilot and port familiarity in the Valdez area during July and August. She is the first SlU-contracted vessel used for this purpose. But before her training sessions even began, the Chicago carried off a rescue operation for the four survivors of a commercial fishing vessel that sank in the Gulf of Alaska. She picked up the four and the body of a fihh crewmem­ ber from a liferaft they used after their fishing vessel, the Pacific Surf, sank on July 11. The Chicago is being used in two training sessions, the first from July l.'i to July 22, and the second scheduled for July 23 through the first week in August. About 35 officer personnel from MOC and other companies are participating in each session. The ship carries a full SIU crew dur­ ing this time, plus additional members in the steward department to handle the extra officer personnel. The training takes place primarily from Cape Hinchenbrook to Bligh Reef, and includes familiarization op­ erations from Bligh Reef up to the port of Valdez. The Chicago is one of four brand new SlU-contracted MOC tankers un­ der time charter to Standard Oil Com­ pany of Ohio (SOHIO). She is due to load her first oil around Aug. 13. The first SOHIO oil out of the Alaska pipeline will be loaded by another SIUcontracted MOC tanker, the Overseas Alaska, on Aug. 5, to be followed by the SIU- contracted Overseas Arctic on Aug. 7. These dates may change, however, because of the several accidents that have plagued the pipeline operation since the oil started flowing on June 20. The most serious caused a 10 day shutdown following an explosion on July 8 that destroyed Pump Station No. 8 on the pipeline and took the life of one worker. This occurred after a twoday shutdown on July 4 due to cracks in a section of the pipe near Pump No. 8. Two other accidents happened this month, each time when a construction vehicle hit a section of the line. As of July 20, the oil was flowing again. The three other new SlU-contracted MOC tankers which will transport Alaskan oil are; the ST Overseas Ohio, due for service in October, the Overseas New York, due in November, and the Overseas Washington due in February, 1978. All four sisterships were built at the National Steel Shipyards in San Diego, Calif. SIU Executive Vice-President Frank Drozak, third from left, took part in the naming ceremony of the SlU-contracted SS Overseas Chicago in April at the National Steel Shipyard in San Diego, Calif. The Dennis Hendricks The SlU-contracted SS Overseas Chicago saw her first service this month training ship's officer personnel for pilot and port familiarity in the Alaska pipeline trade. She is shown here after leaving San Diego, Calif, for Alaska. The newest (and one of the prettiest) SlU-contracted towboats is the M/V Dennis Hendricks. The new 8,400 hp. boat was buUt at the Jeffboat Yard in Jctfersonville, !nd. for Northern Towing Company, also of Jeffersonville. Because of its large size the Hendricks will operate pri­ marily on the Lower Mississippi River, which has a relatively wide, deep channel. The new boat will push large tows of gen­ eral cargo barges. Northern Towing currently operates f^ree boats and plans to add several more to their fleet in the coming months. The company's next new boat will be another 8,400 from Jeflboat, the Joe Bobzien, to be chris­ tened this fall. July 1977 / LOG / 7 �The Lakes Picture Mariners' Church Remembers Sons Lost to the Great Lakes Cleveland Port Agent George Telegadas was taken suddenly ill in his office in June and is now recovering at the Huron Road Hospital, 13951 Terrace, Cleveland, Ohio. He will be away from the office for a while. Chicago Business is going on as usual with Lakes freighters bringing limestone and aconite (iron) pellets to the Inland Steel Company in East Chicago, Ind., and carrying coal out of Chicago, 111. to the Michigan and Wisconsin power plants. SIU ships stop in Chicago almost every day. Alpena The steamer/. B. Ford (Huron Cement), which laid up May 16, was sched­ uled to fit out on July 20. Her cre\v is looking forward to getting back to work. Diiliith On July 14 the old Ben Morell (Kinsman) was christened the Alastair Guthrie (Kinsman). The ship is named after Alastair Guthrie, who owned a shipping company in Duluth. More ships have been pulling into Duluth lately o pick up loads of low sulfur coal. Shipping The 1000-ft. self-unloader M/V Belle River was christened July 12 in Sturgeon Bay, Wise. After the trial runs, the bulk carrier will begin her first voyage during the first week in August. The SlU-contracted sandsucker Niagara recently celebrated her 80th birth­ day. The Niagara was launched at the Wheeler and Co. Shipyard in Bay City, Vlich. on May 29, 1897. In recognition of this, her captain was presented with a plaque by the Bay Area Chamber of Commerce on May 23. According to the Lake Carriers' Association, iron ore, coal and grain ship­ ments on the Great Lakes in May totaled 20,137,172 tons, slightly more than during May 1976. This is the best monthly figure during the past three years. Shipping is good for SIU Lakes sailors as well. Detroit The Great Lakes may get a Federal Maritime Commission office next year, if the Senate approves the funding. Although the Administration did not request money for a Great Lakes district office, the House of Representatives added the money to the Administration's budget proposal. Rep. James Oberstar D-Minn) was instrumental in getting the appropriation passed. The Federal Maritime Commission enforces the maritime commerce laws of he United States and works against discriminatory practices. Oberstar felt that a Lakes office would help the growth of U.S. flag service in Lakes ports, equalize competition with the ports of the East, Gulf and West Coasts, and help slow down the diversion of U.S. cargo through Canadian ports. The FMC now handles Lakes affairs through the New York office. Even though the Merchant Marine Act of 1970 named the Great Lakes as the fourth seacoast, the Government has been slow in implementing this. Officials in the area feel that a local office would be more sensitive to the needs of Lakes shipping interests. Altar boys lead procession In commemorative ceremony at the Mariners' Church in Detroit. The ceremony is held annually in memory of those seamen who lost their lives to the Great Lakes during the year. "In a musty old hall in Detroit they prayed, in the Maritime Sailors' Cathe­ dral. The church bell chimed 'till it rang twenty-nine times for each man on the Edmund Fitzgerald." Even before Gordon Lightfoot made the Mariners' Church famous nation­ wide in his song, "The Wreck of the Edmund Fitzgerald", it was a landmark in downtown Detroit, Mich. Built in 1849 to serve the seamen of the Great Lakes, the stone Gothic church was GREAT LAKES moved en masse in 1955 to become a part of Detroit's new multi-million dol­ lar Civic Center. Since Lightfoot's song became popular, however, the Marin­ ers' Church has included the new-found title "Maritime Sailors' Cathedral" on all its bulletins. Each year, on the third Sunday in Lent, the Octorara Bell of the Mariners' Church chimes once for each seaman who lost his life on the Great Lakes during the past year. The ringing of the bell is part of the Annual Blessing of the Fleet, which many SIU Lakes Sea­ farers attend. The bell also rang over a sad city the day the Edmund Fitzgerald went down. During the Annual Blessing of the Fleet, the captains of Lakes vessels bring their ship's flags to be blessed and wreaths are presented to memorialize "all the Mariners of our Great Lakes who have lost their lives by storm . . . by reef ... by fire and by collision." This unique service uses the Seaman's Version of the 23rd Psalm and erids with the Mariners' Hymn. It is broad­ cast over Detroit radio and television stations. The Octorara Bell was originally built for the passenger steamer Octorara which began sailing the Lakes in 1910 on a Detroit-Buffalo run for the Penn­ sylvania Railroad. It is the largest bronze bell ever cast for a Great Lakes vessel. Many decorations on the walls and ark of the church also depict the waters and the seaman's trade. Announcing the First Annual 'Living Sober' Reunion August 19.20.21.1977 Schedule of EvcHts Friday^ Aupist 19 8:vJCp.m, Saturday, August 20 9:00 a.m. Open House 6:00 p.m. Come and visit the Center staff and your old friends 6:30 p.m. "Living Sober" Banquet v., 8:00 p.m. • Sunday, August 21 , '^ r V* ^ • '-A- / ' : 8/LOG / July. 1977 12:00 p.m. Open AA Meeting Everyone is Invited to share their experiences ' with others AA Speakers Meeting Guest speaker—Harvey M., fellow Seafarer, Seattle, Wash. Open AA Meeting Everyone is invited Renew your decision to stay sober 1:00 p.m. Cookout Call the Center at (301) 994-0010, Ext. 311. I'he Center . The Center^ • •• Anchor Dining Room Anchor Dining Room The Center The Center ] �MARITIME AUTHORIZATION The legislation to provide funds for fiscal year 1978 and 1979 has been reported out of the House Merchant Marine and Fisheries Committee and is expected to go to the floor within the next week or two. The Senate has already completed action on a similar bill. COAST GUARD AUTHORIZATION House and Senate conferees have finished work on H.R. 6823, to authorize $1.26 billion for the Coast Guard for fiscal year 1978. The conference report, which is a compromise between the House and Sen­ ate proposals, has passed both houses and is awaiting the President's signature. COAL SLURRY PIPELINE The Subcommittee on Mines and Mining of the House Interior and Insular Affairs Committee adopted by a 13-12 vote Congressman Philip Ruppe's (R-Mich.) amendment to postpone until next year, action on H.R. 1609 which would grant the right of eminent domain over private lands to coal slurry pipeline operations. ALASKA GAS PIPELINE The President's recommendation for a route to transport Alaska natural gas is due Sept. 1. Three routes are being considered. The route which SIU strongly supports is the one proposed by El Paso Gas, also referred to as the All-America TransAlaska Project. The other two proposals are for routes a'cross Canada. El Paso Gas has agreed to buy all possible goods and services in the United States. It will mean a total of 765,500 man years of labor for Americans. The 20-year financing of the project would pay approximately $10 billion in taxes to the U.S. Canadian routes would have to be approved by each province and native claims must be negotiated. Each year of delay is estimated to add a cost of $1 million. If a Canadian route is chosen, it will always be subject to Canadian Govern­ ment taxes and control. The El Paso route consists of a 801 mile, 42-inch pipeline parallel to the oil pipeline, terminating at Gravina Point where gas would be liquefied and shipped on LNG carriers to California. Congress has 60 days after the President's decision to approve or reject it. OCEAN MINING The Subcommittee on Oceanography is to begin mark-up after the July recess of H.R. 3350 to allow Federal licensing programs for deep seabed min­ ing. Congressman John Breaux (D-La.) is chairman of the Subcommittee. OUTER CONTINENTAL SHELF Chairman John Murphy (D-N.Y.) has announced mark-up of H.R. 1614, on management and development of oil and gas on the outer continental shelf. Support SP/\1) LOCKS AND DAM 26 AND USER CHARGE The Senate has passed and sent to the House a bill to place user charges on barge lines. However, it may not come to the floor of the House because of a Constitutional question. If it is determined to be a revenue measure, only the House has authority to originate revenue bills and the Senate's move would be invalid. Several senators favored an 18-month study of the consequences of water­ way user charges; the point was made that railroads operate on rights-of-way given them by the Government. The debate lasted nine hours. Under the Senate provisions, the Secretary of Transportation would be re­ quired to set up a schedule by Jan. 1, 1979, to return 100 percent of Govern­ ment cost of operating and maintaining the inland waterways and 50 percent of Federal construction costs. The House Ways and Means Committee is asking that conferees not be ap­ pointed, since they consider it a tax bill. SPAD is the union*s separate segregated political fund. It solicits and accepts only Toluntarv contributions. It engages in political activities and makes con­ tributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution without fear of reprisal. Seafarers are urged to contribute to SPAD. It is the way to have your voice heard and to keep your union effective in the fight for legislation to protect the securitv of everv Seafarer and his familv. A copy of our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Mashinglon, D.C. Retiring MSG Chief Says Seapower Essential to U,5. "Maritime labor and maritime man­ agement constitute an industry which perhaps has contributed more to the security and economic well being of our nation than any group of comparable size." These are the words of Rear Adm. S. H. Moore, commander of the Mili­ tary Sealift Command, who retired this month after 35 years of active service in the U.S. Navy. The statement is part of a telegram Rear Adm. Moore sent to SIU President Paul Hall in announc­ ing his retirement from the Navy. - We think it appropriate that Rear Adm. Moore's statement be reprinted here in full. It reads: "As I end 35 years of active Navy life and relinquish command of the Navy's Military Sealift Command to Rear Admiral John D. Johnson, Jr., I take this opportunity to again express my appreciation for the support and co­ operation provided MSC by the SIU during the period I have served as MSC Commander. "The ships, services, counsel, man­ agement experience, skills, general ex­ pertise and other forms of assistance which have been provided to the De­ partment of Defense by commercial maritime organizations and the Unions have enabled the military services to fulfill demanding logistical require­ ments of U.S. military forces in both peacetime and emergency situations. "As was demonstrated during the evacuation of South Vietnam when merchant mariners employed by com­ mercial maritime organizations exerted tremendous personal efforts the skills and dedication of American seamen are as evident today as they have been throughout 200 years of U.S. history. "Together, maritime labor and mari­ time management constitute an indus­ try which perhaps has contributed more to the security and economic well being of our nation than any group of com­ parable size. As in all forms of en­ deavor, however, that record reflects the accomplishments of many organi­ zations and individuals. "During my many years in Navy uniform, I have developed a great ad­ miration for the U.S. merchant marine, which has been an indispensable ele­ ment of U.S. seapower. Though I am retiring, I intend to continue my efforts to support those who understand that seapower is as essential to maintenance of U.S. power and policy as it has been throughout the past 200 years. "Despite the technological achieve­ ments which have revolutionized the transportation industry, seafaring men and the ships they sail move the bulk of U.S. international trade and stand always ready to maintain the logistical lifelines necessary to sustain the opera­ tions of any military forces we may need to deploy. Please extend my best wishes for a satisfying and rewarding maritime career to the many members of the SIU as well as my thanks for the contributions they have made to MSC's successful accomplishment of its own sealift missions." AFL-CIO Ends Boycotf Of Ringling Bros. The AFL-CIO's nationwide con­ sumer boycott of the Ringling BrothersBarnum & Bailey Circus was ended on June 6 when the American Federation of Musicians (AFM) signed "a satis­ factory contract." The boycott was started in March by the AFL-CIO Executive Council after the circus derpanded elimination of long-standing conuact provisions thai the Musicians" Union said would have seriously, eroded working conditions. The new contract provides for the em­ ployment of local musicians in conjunc­ tion with a traveling cadre of musicians. During the dispute, the circus had ar­ ranged for band music from a group described as "an avowed bitter enemy" of the Musicians' Union. An official of the union said the boy­ cott "was very effective. Many, many block tickets weren't sold." AFL-CIO President George Mcany joined AFM chief Hal C. Davis in thanking AFL-CIO affiliates and their members and state federations and lo­ cal central bodies for giving full sup­ port to the boycott. Meany asked that all union members be told that "the circus is all union again." He added that, "those loyal sons and daughters (of union mem­ bers) who supported the boycott" be given "that age-old reward for good children—a trip to the circus." July 197? / LOG / 9 �BB Alaskan Oil Swap Plan to Japan Rejected Plans to sell surplus Alaskan Prudhoe Bay oil to Japan have been re­ jected by the Carter Administration. Under the "Alaska oil swap", in ex­ change, Mideast oil bound for Japan would have been shipped to the U.S. East Coast and Gulf Coast ports. As a result of Carter's decision, all the oil flowing through the Alaska pipeline will be reserved for American use. An estimated 500,000 barrels a day of oil that cannot be used by West Coast refineries will be shipped on American-flag tankers through the Panama Canal to the Gulf Coast and Northeast. The President's energy advisor, James Schlesinger, made the an­ nouncement July 10 while appearing on the NBC-TV interview program "Meet the Press." He said the oil swap was nixed "partly for political grounds, partly for other technical reasons." After sizing up the national mood, the President's advisors told him the public would have trouble believing in an energy crisis if American oil were sold abroad. Apparently, letters to the White House have been overwhelm­ ingly against it. In addition, the ad­ visors maintained, selling Alaskan oil to Japan would make it harder for Carter to get his energy program through Congress. Already Congress has passed legis­ lation allowing either house to over­ rule any presidential decision to exchange Alaskan oil. That law was flag tankers both to ship the oil to Japan and to bring the oil from the Mideast. Under the Jones Act, only American ships can carry oil from SIU Opposed Swap Alaska to other U.S. ports. Advocates of the oil exchange said The SIU had opposed sending that it would save money on trans­ American oil overseas while there is an energy crisis at home. Exchanging portation costs. However Schlesinger Alaskan oil for Mideast oil, the SIU noted that the Administration has been said, would only increase this nation's "unable to demonstrate clear-cut sav­ dependence on an insecure oil supply. ings to consumers" as a result of the Ironically, while the "swap" was l^ing swap. He added that the rejection of the considered, the Administration was making plans for a strategic oil re­ oil exchange "will have the advantage serve to tide the nation over in the of increasing pressure on the compan­ ies to bring pipelines from the West event of another Arab oil boycott. The oil industry had favored the Coast into the interior part of the swap partly because it would have country." It would take at least two allowed them to use their runaway- years to complete these lines. passed as a compromise after the House had voted to ban the exchange. Aquarius Completes Trial Cargo Runs in England The facts that the 936-foot LNG Aquarius is the first liquified natural gas carrier ever built in the United States, and the first such vessel to fly the Amer­ ican flag, are not the only distinctions that set her apart from all other U.S. merchant vessels. She is also the most carefully engi­ neered vessel ever built in the U.S., or for that matter, anywhere else in the world. And her unlicensed crew of Sea­ farers and licensed crew of MEBA Dis­ trict 1 members have probably under­ gone more intensified training for the operation of this ship than any crew has for any type ship in the history of the American merchant marine. Presently, the Aquarius, which is op­ erated by Summit Marine Operations, a subsidiary of Energy Transportation, is on her maiden voyage. According to Joe Cunio, president of Energy Trans­ portation, the ship has a 25-year time charter to carry liquified natural gas be­ tween Indonesia and an LNG terminal in Osaka, Japan. Before she actually took on her first full load of cargo in Indonesia, though, the Aquarius, the first of 12 identical sisterships planned to be built at the General Dynamics Shipyard in Quincy, Mass., visited various ports in England for extensive testing of her cargo tanks under actual sailing, loading and un­ loading conditions. SIU Executive Vice President Frank Drozak visited the Aquarius while she was in England to observe the vessel during one of her trial cargo runs. Upon his return to Union Headquarters, Dro- zak stated that "the Aquarius is func­ tioning beautifully, and all crewmembers are carrying out their duties in the highest tradition of professional sea­ manship." Safety Is the Thing The entire thrust of the Aquarius' special engineering features, coupled with the extensive training of the crew, is aimed at one very important goal— safe operation of the vessel. Among some of her more outstand­ ing safety features are a double bottom hull; a collision avoidance system, and the most sophisticated kind of naviga­ tion and electronics equipment. She is also equipped with extensive firefighting capabilities, including automatic sprin­ kler systems and eight dry chemical firefighting stations located at strategic points on deck. Safety was also the top priority in the design of the ship's five spherical cargo tanks and the cargo loading and un­ loading systems. The eight-inch thick aluminum cargo tanks are 120 feet in diameter and weigh 800 tons each. And they are pro­ tected by a thick steel outer shell, in ad­ dition to the protection of the ship's double hull. The cargo loading, unloading and ballast systems are completely moni­ tored from the ships automated Cargo Control Room, located on deck just above the manifold. The Cargo Control Room is super­ vised by a Cargo Engineer, a new rating developed specially for LNG vessels. Some of the unlicensed crewmembers of the Aquarius (Summit Marine) get together in the crew messroom «^lii!e the ship was in England for a photo with SIU Executive Vice President Frank Drozak, standing center, and Leon Sha­ piro, secretary-treasurer of MEBA District 1, standing to Drozak's left. Seated from the left are SIU members Neil McGowan, ordinary seaman; Emrriett Al­ bert, utility messman; Ed Sullivan, ordinary seaman; James Mullally, Billy Mitchell and Joe Morrison, able-seamen, and Tom Murray, wiper. Standing from left are Billy Nuckols, recertified bosun; Imro Solomons, QMED; Frank Drozak and Leon Shapiro; Frank Costango, steward/cook; Vasco Worrell, QMED, and Gene Bousson, able-seaman. 10/LOG/July 1977 iii SIU Executive Vice President Frank Drozak, left, conducts Union meeting aboard Aquarius. With him is Leon Shapiro, secretary-treasurer of MEBA Dis­ trict 1. Drozak met the ship in England where she underwent extensive sea tests on her cargo tanks. Because of the sophistication of the study of very low temperatures ). On top of their training at Piney cargo system, the Aquarius can load or unload a full cargo of 125,000 cubic Point, the entire licensed and unli­ meters of LNG in 12 hours. The LNG censed crew participated in a monthis maintained in the tanks at a tempera­ long training program in Quincy, Mass. just prior to boarding the Aquarius for ture of 265 degrees below zero fahrenher maiden run. heit. This program included more classes Also in relation to her cargo, the Aquarius is equipped with a huge inert on the properties and handling of the gasification plant to purge the cargo special LNG cargo. And the crew was tanks of active gases, such as oxygen, able to get a first hand look at the Aquarius and become more familiar after unloading. with her specifics before actually taking the vessel to sea. The course in Quincy also included an intense firefighting pro­ gram, given with the aid of the Boston Fire Department. No matter how many safety features are incorporated into a vessel's design Praise From Captain, Engineer though, the ship will not function prop­ erly without a well-trained crew. The most important thing, though, is In that case, there should be no prob­ that all this training has paid off. In lems at all in the operation of the separate letters to the Log, both the Aquarius because her crew of Seafarers Captain and the Chief Engineer of the underwent two full months of training Aquarius have commended the crew for before taking the vessel out on her their professional work aboard ship. maiden voyage. Chief Engineer R. Boemer wrote: The crew spent one complete month "The crew of this vessel has been out­ at the Lundeberg School in Piney Point standing during the first weeks of oper­ participating in the School's special ation. They have been cooperative, LNG Program. knowledgeable and willing in the per­ During the Piney Point course, the formance of their duties. crew had classes dealing with the prop­ Capt. H. Van Leuven wrote: "I erties and handling of liquid natural would like to advise you of the profes­ gas, and of course, classes on the poten­ sionalism that all members of the crew tial dangers of LNG and how to handle have shown in the performance of their emergencies should they arise. work since delivery of the Aquarius. The crew also studied the automated "During the voyage from Boston to features of the Aquarius' engine room England and during the gas trials, all and special Cargo Control Room, as personnel exhibited a wide spectrum of well as participating in a two-day expertise in handling all situations." course in firefighting. They also went The next LNG ship, to be named the on a field trip to the LNG terminal in Aries, is scheduled to be out in late Au­ Cove Point, Md., where they received gust. Like the crew of the Aquarius, the special safety hints from a Coast Guard crew of the Aries will undergo the same expert in the area of cryogenics (the kind of rigorous training schedule. �Will Set Up Committee SIU^ NMU Sign Agreement to Study Merger On June 20, 1977, SIU President Paul Hall and NMU President Shannon Wall signed an agreement to set up a joint committee "to develop steps which can be taken by both organizations to work more closely together in the maritime industry, and to outline steps that should lead to the eventual merger of the two organizations." According to the agreement, the Committee will begin work as of Oct..1, 1977, and will submit its first report by the end of the year. The complete text of the SlU-NMU agreement is reprinted below: MARITIME, NMU-SIU 1. The NMU and the SIU agree that it would be in the best interest of American seamen to have one union of seamen. This unity would make a contribution to the American merchant marine, its management, and to the national interests as well. In the past decade the number of jobs and the number of seamen and officers has declined sharply. In many ports there are duplicate halls. Duildlngs and training facilities. Consolidation could provide more effective services to seamen. In the declining merchant marine, the conflict over the union representation of new vessels is a source of serious conflict. 2. In the same way, it would be in the best interests of maritime officers —represented by MMP-ILA, MEBA and two radio officers unions—to have one union of officers. 3. The NMU and the SIU, in cooperation with all other maritime unions, have agreed to begin regular meetings in Washington to be better informed and more effective in the legislative arena and before executive and administrative agencies. 4. The NMU and the SIU have agreed to establish by October 1st a joint committee to develop steps which can be taken by both organizations to work more closely together in the maritime industry, and to outline steps that should lead to the eventual merger of the two organizations. An initial report shall be submitted by the joint committee by the end of 1977. Ad Hoc Committee Has Helped Union Cooperation If you had to describe the relation­ to work more closely together in the simply "to provide an opportunity has led to victories involving the ship of America's major maritime maritime industry, and to outline for all the unions in the maritime in­ bilateral shipping agreement cover­ unions in the last three years in just steps that should lead to the eventual dustry to meet on a regular basis and ing U.S. grain shipments to Russia, one word, that word would have to merger of the two organizations." discuss their problems." as well as several successful defenses be—cooperation. (see statement reprinted on this It was totally left up to the mem­ of the Jones Act. It wasn't always that way, but page. ) ber unions of the Committee to de­ Presently, the Committee is work­ since the formation of the Ad Hoc The issue, itself, of one unlicensed velop the structure of the Committee, ing on a coordinated legislative effort Committee on Maritime Industry seamen's union is not a new one. In and of course, by their actions or on such vital maritime issues as ocean Problems in June 1974 by AFL- fact, in the SIU's original proposals inactions, decide whether the Com­ mining; oil rig drilling on the U.S. CIO President George Meany, Amer­ in 1974 to the Ad Hoc Committee, mittee would be a success or a failure. Outer Continental Shelf; oil cargo ica's maritime unions have worked the SIU called for the eventual "mer­ The member unions took this preference for U.S. tankers; mari­ together in a spirit of cooperation on ger of all unlicensed AFL-CIO opportunity very seriously. They set time authorizations for fiscal 1978, vital issues regarding maritime legis­ seamen's unions into one AFL-CIO up a number of Subcommittees to and legislation to require the Defense lation; training and education; inter­ unlicensed seamen's union." deal specifically in such areas of im­ Department to use the private mer­ national maritime affiairs; jurisdic­ However, the latest SIU-NMU portance as legislation, training, and chant marine sector to the fullest pos­ tional disputes; Coast Guard regula­ agreement to talk about merger is a Coast Guard regulations. And they sible extent. tions, and Federal maritime policies. more concrete proposal for one very fulfilled their commitment to meet As important as all these legis­ When the Ad Hoc Committee was important reason. In the past three on a regular basis. lative issues, however, is the simple first set up, no one was really sure years, the SIU and NMU have met As a result of the total effort, there fact that the Ad Hoc Committee is how effective the Committee would at intervals under the auspices of the is no question that the cooperative functioning, and that maritime labor be in dealing with the many difficult Ad Hoc Committee and have both work of the member unions in the is working together for the good o: problems facing the U.S. maritime talked about the possibility of mer­ Committee has made it a definite all concerned in the industry. Mos industry. Yet, in its 36 months of ger, and have worked out some long­ success. importantly, though, it looks like existence, the Committee has proven standing disputes between the two In the past, the Committe's work more of the same for the future. over and over again tha: it is an unions. \ effective body in promotiijg the growth and stability of the industry West Coast Merger as well as jobs and job security for In addition to the SIU-NMU U.S. maritime workers. agreement, the open forum provided For instance, in the last two • Seafarers International • National Marine Engineers months alone, the grass roots work by the Ad Hoc Committee has also Union of North America Beneficial Association of the Ad Hoc Committee has helped helped to bring the SIU A&G District • American Radio Association • National Maritime Union bring about three significant devel­ a good deal closer to a merger with • United Steelworkers of opments concerning the health and at least one of the SIUNA's affiliated America • International Longshore­ well-being of the U.S. maritime in­ West Coast seamen's unions — the • Oil, Chemical and Atomic men's Association (Masters, Mates dustry and its workers. These devel­ Marine Cooks and Stewards Union. Workers International Union and Pilots Union) The SIU A&G District offered a opments are: merger proposal to all three West • President Carter's announced, Coast unions last February, but to support of 9.5 percent oil cargo pref­ date only the MC&S leadership has erence for American-flag ships. agreed to the merger, while the • The Admiiiistration's veto of leadership of the Sailor's Union of any plan that would include the the Pacific and the Marine Firemen, export of Alaskan oil to Japan or any Oilers and Watertenders Union have other foreign nation. temporarily delayed any actions in • The establishment of hearings this area. (The membership, of by the House Merchant Marine and course, of the SIU and the MC&S Fisheries Committee to study the will have to note on any final merger Coast Guard's failures in fostering proposal.) safety on America's merchant vessels. Not a Cure-All SIU-NMU Agreement Taking an objective look at the One other recent development that Ad Hoc Committee on Maritime In­ is a direct result of cooperation dustry Problems, it is not a cure-all through meetings of the Ad Hoc for the many difficulties facing to­ Committee is last month's agreement day's merchant marine. And no one between the SIU'and the National ever expected it to be. The original intent in setting up The Ad Hoc Committee on Maritime Industry Problems meets regularly Maritime Union to establish "a joint to discuss pressing issues involving the U.S. merchant marine. Above committee to develop steps which the Committee, as noted by AFL- photo shows one of these meetings that took place in February 1975. can be taken by both organizations CIO President George Meany, was Member Unions of Ad Hoc Committee July 1977 / LOG / 11 �N. The spacious new lounge and TV area was designed for the convenience of SlU brothers. SlU members are standing at the counter on the second floor of the new Houston Hall awaiting job postings. New Houston Hiring Hall 'T^he Houston Hiring Hall has reA cently been moved to a more modern, spacious and very im­ pressive building, just in time to bouse this month's regular mem­ bership meeting. The Houston Seafarers and staff all admit that the new Union facility is much more comfortable, better equipped and more acces­ sible now that it is in the down­ town area at 1221 Pierce St. (the new phone number is: 713-6595152). Joey Sacco, headquarters rep- An outside view of the new Houston Hall at 1221 Pierce St. Taking advantage of the air-conditioned Hall are (I. to r.): Fernando Urias, cook-baker; M. Degollado, cook-baker, and Johnny Corso, a visitor. Assisting Robert Black (far left), chief cook, and Patrick Henry Key, firemanwatertender, are, from left behind the counter: SlU Patrolmen "Sal" Salazar and Joe Perez, and Port Arthur Agent Don Anderson. Browsing through the Seafarers Log are (k to r.): Donald Foster, chief cook; T. Garcia, fireman; Frank Radz'vila, chief steward and a charter member of the SlU, and Tony Rabago, bedroom utility. 12/LOG/July 1977 that the facility is centrally located and has better accommo­ dations, including modern fur­ nishings, air conditioning, a TV ton^Joey sIccT a^^^ bership at the July meeting. �The Houston staff agree that this new facility is better equipped and more comfortable. From (i. to r.) are: Flossy Peak; Margaret Jett; Christina Frybarger (standing at tjie copy machine), and Dale Trahan. Opens; July Meeting Held room, and a larger shipping board. The Houston Hall is just one of many planned changes in a series of general upgrading for all the SIU's hiring facilities. The Jack­ sonville Union Hall in Florida has already moved and the one in San Francisco, Calif, has been reno­ vated. Later in August or early Sep­ tember, the Detroit Union Hall will he moved to Algonac, Mich., where a new building is now being completed. Although the surroundings were different, business went on as usual at the July membership meeting where Seafarers heard updated reports on the many is­ sues and problems facing the mar­ itime industry today. Some Seafarers are gathered in the lounge to await the regular membership meeting. The July membership nneeting was held in the new meeting room on the third floor. Houston Seafarers listen attentively to reports given at the regular membership meeting on July 11. - Patrolmiin Joe Perez (right) helps to fill out forms for Seafarer E. Wilson to take AB job on the Zapata Courier. A Seafarer listens attentively at the regular membership meeting. Brother Oscar Raynor of the steward department stands to ask a question at the membership meeting, while others look on. July 1977/ LOG / 13 * v .• I �Workers' Progress Stands Out in Visit to Sweden as officers and one union for all unlicensed seamen. We discussed shipping in both our countries and I learned that flags-ofconvenience vessels are also hurting Swedish shipping and shipbuilding con­ siderably. (Sweden is the third largest shipbuilder in the world.) by Marietta Homayonpour Editor, Seafarers Log "Production must be organised in such a way that human labour comes first." This simple sentence from an LO "Report on Labour Market Policy" helped sum up for me the many good feelings I had about the Swedish labour movement—what it has done and is striving to do to insure that the worker "comes first." As editor of the Log I was invited to be part of a 10-member AFL-CIO dele­ gation that visited Sweden for six days in April. The Swedish trade union movement and the Swedish Government had asked the AFL-CIO to send over a group of labour editors to meet with their union publicists and labor representatives. Never having gone on a trip like this, I was both looking forward to the visit and a little apprehensive. Two things can be said right away: the visit proved to be far beyond my expectations, and there was no need to worry. First of all, the people were delight­ ful. The warmth and friendliness of those 1 met made the trip personally rewarding. Secondly, the range of places visited and the type of program that was planned made the trip extremely mean­ ingful to me as a labour editor and strong supporter of the working man's rights. 1 also learned that one of the biggest problems confronted by Swedish sea­ men is the same one that plagues their American brothers, namely, Hags-ofconvenience ships. Perhaps the best way to provide a good rundown of the trip is to first explain the Swedish labour movement structure and to then give a day-byday account of the trip's highlights. A Way of Life Unions and unionism are a way of life in Sweden. Ninety-live percent of all blue collar workers in Sweden be­ long to unions and 75 percent of Swedish white collar workers are union members. Most blue collar workers are mem­ bers of unions that belong to a national confederation called Landsorgnisationen i Sverige, or LO. Founded in 1898, LO consists of 25 trade unions that represent 1.9 million workers. (The total population of Sweden is approxi­ mately eight million. Of that number. Participating in a discussion with union and management representatives at the Saab-Scania plant are, seated from left: Ken Lohre, editor of the Utility Reporter; Al Zack, who headed the delegation and who is director of the AFLCIO Department of Public Relations, and Olle Rytterbrant, press officer for LO. (Photo by Bjorn Myrman) about four million are in the work­ force.) Most white collar workers belong to unions that are members of an organi­ zation founded in 1944. Called the Tjanstemannens centralorganisation, or TCO, the group now has 24 member organizations that represent 950,000 workers. A much smaller confederation of unions in Sweden contains profes­ sionals, such as doctors, and is called the Sverigcs adademikers centraorganisation, or SACO. In 1975 it merged with the National Federation of Civil Servants (SR). Together they represent 165,000 people. But if workers in Sweden are well organized, so too are the employers. There are very strong employer organi­ zations, the largest of which is the Swedish Employers' Confederation (SAP) founded in 1902. Within this confederation there are 26,000 com­ panies alliiliated to 38 employer associations. On the whole, bargaining takes place between the labour confederations and the employer confederations. Of course, individual unions and employers would negotiate for their particular situation but the general terms would be worked out by the confederations. For instance, a six percent wage increase for one year might be negotiated by the Confedera­ tions. How that six percent is actually used by particular unions would be the decision of the individual union. The outline I've given of the Swedish labour movement is of course rough and oversimplified. For instance, there are some white collar workers in LO and some blue collar workers in TCO. But it should serve as a good general outline in describing the Swedish visit. DAY ONE: It was a day for meeting and learning. We met with some of the people who would accompany us on much of our travels. For instance, there was Bjorn Pettersson, Swedish labour attache to the U.S.; Olle Rytterbrant, press officer for LO, and Nils Ellcbring, press officer for TCO. These men and their assistants not only helped us in learning about Swe­ den and the trade union movement, but were very helpful in aiding us with any traveling problems. Their warmth and friendliness were an outstanding fea­ ture of the trip. On this first day we also met a num­ ber of union publication editors as well as union officials. Among them was Lennart Bodstrom, president of TCO, who expressed the desire for continued cooperation between his confederation and the LO. He noted that LO and TCO have similar aims and objectives and that the only real difference is in the area of politics. This was something that had also been pointed out to us earlier in the day at the lovely LO school outside Stockholm. LO actively .supports and closely co­ operates with Sweden's Social Demo­ cratic Party. LO is a socialistic trade movement and supporting the Social Democrats is one of the ways it ex­ presses its beliefs. TCO, however, does not support any particular party. It is a very progressive confederation, though, and of course it does back legislation which it feels is good for the working man. One of the editors I met the first day was Borje Hammargren of the Swe­ dish Ship Officers' Association. In Swe­ den there is one union for all ships LO School The LO school we visited this day is truly breathtaking. Located at Hasseludden, about 20 kilometers from Stock­ holm, the school is set in the midst of beautiful forest and sparkling water. Finished in 1974, it is the fourth school built by the LO. It contains 160 individual bedrooms with private bath. There are 15 teachers at the school and the courses can run anywhere from one week to three months. Among the courses offered to LO trade union members are: political sci­ ence; economics; negotiations; infor­ mation and communication. Individual trade unions can also con­ duct courses at the school. The school itself is a pleasure to be in. Plenty of clear glass used through­ out the facility lets in a great deal of natural light as well as'wonderful views of the magnificent scenery. Quite mod­ ern, uncluttered and neat, the school also seems to be very solidly built. There are a wide variety of recreational facilities in the school including an Olympic-size swimming pool in a room whose right wall is clear glass. DAY TWO: Democracy at the work place was the theme of the day as we visited the Saab-Scania plant in Sodertalje, not far from Stockholm. Produc­ ing trucks, buses and diesel engines, the plant employs approximately 5,000 workers. Since 1969, this plant, to­ gether with the trade unions, has been experimenting with new work forms. The purposes have been: (1) to let the worker have a greater say in his job situation (2) to make work more pleas­ ing (3 ) to increase production. We toured the truck engine assembly plant where a very unique work form is in operation—group assembly. In­ stead of the traditional assembly line, workers form teams and each team as­ sembles a complete engine. Each group determines how it wishes to distribute the work among themselves. This innovative work scheme is the result of worker-management partici­ pation groups known as production groups and development groups. A production group is a number of workers who make a finished product. Basically their job is to produce and they can make certain decisions on how 10-i That Visited Sweden The following people comprised the ten-member AFL-CIO delega­ tion that visited Sweden: t Looking at a truck (diesel engine at the Saab-Scania plant in Sodertalje are, from left: Elizabet Hoglund, from the LO press department; Mel Stack, as­ sistant editor of the Retail Clerks Advocate; Joan Kelley, managing editor of the Michigan AFL-CIO News; Marietta Homayonpour, editor of the Seafarers Log, and Mr. Selzer, a representative from Saab-Scania. cpnoto by sjom Myrman) 14/LOG / July 1977 • Albert J. Zack, Director of the AFL-CIO Department of Public Re­ lations—^he headed the delegation • Albert Herling, Managing Edi­ tor, B & C News, Bakery and Con­ fectionery Workers 9 Mel Stack, Assistant Editor, Retail Clerks Advocate, Retail Clerks International Union • Marietta Homayonpour, Edi­ tor, Seafarers Log, Seafarers Intcrnationl Union • Joan Kellcy, MauagiKtg Editor, Michigan AFL-CIO News, Michigan State AFL-CIO • Sal Perrotta, Editor, Los An­ geles Citizen, Los Angeles Coun^ Federation of Labor • Kenneth Lohre, Editor, Utility Reporter, International Brotherhood of Electrical Workers Local 1245 • Bob Kalaski, Associate Editor, The Machinist, Machinists and Aero­ space Workers Union • Ted Bleecker, Editor-in-Chief, The New York Teacher, New York State United Teachers • Bill Lawbaugh, Editor, The Ironworker, Iron Workers Interna­ tional Union �Participant in 10-1^ember AFL-CtO Delegation to accomplish their work. Development groups were formed so that workers could have some say in the development and improvement of working methods and conditions. Made up of manage­ ment, industrial engineers and repre­ sentatives from the product groups, any­ one inside or outside the development group may make suggestions. Another form of work place democ­ racy—one that has been going on for 27 years at Saab-Scania—is the Works Council. The Works Council has nearly 400 members who come from manage­ ment and from the three unions whose members work at the plant. This Coun­ cil is "a body for information and con­ sultation between the management and employees." The purpose of the Coun­ cil is to increase both job satisfaction and productivity. A Mini-Library After visiting other parts of the SaabScania complex, such as the truck chas­ sis plant where there was a mini-library and green "plants" in the middle of the factory floor, we met with union and M^gemdnt repre^hftlfltdS'dt the fac­ tory for a question and answer session. Among the points made during this session, two stand out in my mind: (1) the company is working toward the elimination of any layoffs (2) when there are changes to be made in vehicle design, the changeover is made during the four-week vacation period. In the U.S., when there is a design change, workers are often laid off till the change is completed. When the session ended, A1 Zack who headed our delegation, noted a big difference between union-management relations in Sweden and the U.S. He said that "management has accepted unions in Sweden." Zack pointed out that in the U.S. it is an uphill struggle for workers; management still has not accepted the concept of unionism. DAY THREE: Beautifully combin­ ing old and new designs in architecture, the TCO operates a lovely school called Bergendal on an inlet of the Baltic Sea not far from Stockholm. Around a solid wood horeshoe shaped table, our group discussed the issues of industrial democracy and work environment with LO and TCO repre­ sentatives involved in these areas. A booklet put out by the Swedish Ministry of Labour entitled "Towards Democracy at the Workplace," begins: "Means of providing workers with a larger say in the running of their work­ places—whether described as workers' participation, co-management, co-deci­ sion, co-determination or joint regula­ tion—are at present a topic of lively discussion in many parts of the world." It was a topic with our group too, one that came up quite often during our visit since a law went into effect in Sweden on Jan. 1, 1977 called "The Joint Reg­ ulation in Working Life Act." The author of the above quote points out that the terms he used are not nec­ essarily synonymous. The term our group seemed to use most often was co-determination. What is co-determin­ ation? This morning in Bergendal the Swedish union representatives made some points about co-determination. It might include such things as: the right of workers to negotiate in all fields; the fact that an employee should be able to exert strong influence on the work situation—for instance, he could be in a position where he could influence the elimination of layoffs. These are general ideas. As we will learn later that afternoon, exactly how the new Swedish work law will be ap­ plied has not been worked out yet. Work Environment A good part of our discussion in Bergendal this morning was on a sub­ ject of great importance to Seafarers— work environment. Ingrid Wahlund from TCO gave us an excellent run­ down of a survey conducted by TCO entitled "Work Environment of White Collar Workers." I felt that many of its points could easily be valid for blue collar workers too. One of the survey's main aims was to study mental well-being. To quote from a booklet on the survey: "In a contemporary perspective, the working environment forms part of the work­ er's total environment. Accordingly the concept of work environment is now taken to include both the physical and the psychosocial conditions in which work is done. Work for the improve­ ment of the working environment, therefore, should not be confined to the elimination of factors which are known to be^ q^pable of causing iajury and dis­ ease; importance should also be at­ tached to the establishment of positive conditions conducive to mental health and job satisfaction." (Italics are my own.) The survey was begun in 1975 when a questionnaire (consisting of about 100 questions) was sent to every 70th member of TCO, that is, about 12,000 people. There was a very high response —10,000 replies. Of those, one third felt mental strain while one fourth sel­ dom or never felt mental strain. Some things that lead to mental strain were: inability to take time off; being too controlled by customers or patients; demands for high concentration. Among those who felt mental strain, nervous problems, gastric problems, etc., were experienced. The survey also found that two thirds of those surveyed felt their jobs gave them personal satisfaction. It is hoped that the results of the sur­ vey, which have been made into a film and slide presentation, will bring changes in the workplace. Also, TCO hopes to use the results in future labor-management negotia­ tions. Union Safety Representative In talking about work environment, a very interesting point was made. If a union safety representative thinks there is enough danger, he or she can close down a plant, mine, etc. While the work is stopped the company must still pay its employees. Of course, if the Swedish equi^'alent of the U.S. Occupational At the mini-library in the Saab-Scania chassis plant, Al Herling, managing edi­ tor of the 6&C News, holds up a plastic bag that says, "I have visited the li­ brary. Have you?" With him is Sal Perrotta, editor of the Los Angeles Citizen. (Pholo by Bjorn Myrman) Safety and Health Administration finds there was insufficcnt reason to have the work place shut down, then the com­ pany must be reimbursed. Also discussed was the Swedish labor ipovement'^ l^elief in job security for all, including making work available for people who would like to be employed but who feel there are no openings for them, such as, the handicapped and elderly. This feeling is well expressed in a January 1977 publication. Current Sweden-No. 143. "The following principles have acted as a guideline for labor market policy in Sweden in recent years: "Work is the basis of all welfare and every human being has the right to par­ ticipate in working life according to his ability. Every human being also has the right to work which can be experienced as meaningful. .... "The right to work is asserted with particular force-in the case of persons with handicaps. By means of labor mar­ ket policy society tries to give special protection to handicapped persons' op­ portunities for work. Working life should be designed according to the changing requirements of individuals, and work and work places must be adapted to individual needs." Meeting in Parliament Building One of the highlights of this trip was an afternoon meeting in the Parliament Building in Stockholm with the heads of LO and TCO and with Olof Palme, former Swedish Prime Minister and leader of the Social Democratic Labor Party, the party that had been in power for 44 years until the September 1976 elections. We met with each man separately, starting with Gunnar Nilsson, a man in his early fifties who is president of the two-million member LO and is also a member of Parliament as a Social Dem­ ocrat. Much of the discussion with Mr. a:»well afivyith Mr.PaJme, con­ cerned the recent transition of the gov­ ernment from Social Democratic to a coalition of Center, Liberal, and Con­ servative Parties. As of the September 1976 elections the Swedish Parliament contained 349 members, broken down as follows: Communists 17 Social Democrats 152 Center 86 Liberals 39 Conservative 55 LO supports the Social Democrats and for 44 years that party was in power. But the Center Party gained seats in the 1976 elections and together with the Liberals and Conservatives they formed a coalition which has one more vote than the Social Democrats and Communists. Mr. Nilsson noted that conservative forces are quite strong. He also pointed out that negotiations with employers had been going on for five months (this was in mid-April) with no result. Industrial actions, he said, were a possibility for the future. (A number of people we talked with in Sweden felt that employers were toughening their positions because they felt that they had the new government behind them.) Energy and inflation took up a good part of the diseussion. Inflation is eat­ ing away at the Swedish worker's pay­ check. Energy in a country like Sweden where there is no oil and coal, is of course, a vital issue. Mr. Nilsson also noted that "we try to have full employment." This is a be­ lief and practice 1 found expressed quite often during our Swedish visit. The un­ employment rate isj"arely over two per­ cent. Right now it is 1 Vi percent and that is felt to be much too high. Wide Variety of Issues The above photo shows part of a new work form at Saab-Scania called group assembly. Instead of being on the traditional assembly line, these workers are members of a group helping to assemble a truck diesel engine. They decide among themselves how the work is to be distributed. The head of TCO, Lennart Bodstrom who we had already met at a dinner, and some of his staff, discussed a wide variety of issues with us. Talking about world inflation, the TCO representatives said they had studied the problem and felt the inter­ nationalization of capital was the main cause. They felt that increased trade union cooperation around the world would help combat the problem. Turning to work methods, the TCO Continued ort next page July 1977 / LOG / 15 �10-Member AFL'C10 Delegation Visits Sweden Continued from preceding page group then discussed some successful experiments that have been done to eliminate the piece rate system. For in­ stance, in a shipyard in Molmo, Sweden a system of monthly salaries was tried and productivity has increased. Mr. Bodstrom then talked about how important trade union education is. Right now in TCO's local study circles there are 40,000 participants. TCO thinks the number will eventually climb to 60,000-70,000. It was pointed out that co-determina­ tion and how it will or should work is a topic that has very much interested the members. Talking about labour laws, it was noted that there is very little legislation on trade union matters. The law simply states that labour and management must negotiate if either side requests it. After that, the government does not interfere. I'here is a Swedish Labour Court whose job is to interpret con­ tracts when there is a problem. Other­ wise, it is up to labour and management to control their own members. In Sweden a heavy responsibility is therefore placed on both labour and management, Bodstrom noted, and so a high degree of information is needed by both sides. ish kronors (lSwK=$.23) must in­ form a general planning board. The BPA representatives explained that piece rate is based on the team. They also noted that there is a great deal of debate going on now about the forms of work and about the work en­ vironment. Of special concern are dan­ gerous materials. Because of possible dangers, they explained that many young people don't go into construc­ tion. For those who do, however, they can learn their crafts in public school and then can go on to gain more hours of experience as an apprentice. We saw recruitment signs encouraging young people—both male and female— to go into construction. The BPA representatives, in answer to our questions, pointed out that con­ struction does not stop in the long, cold winter months. The buildings are planned so construction can continue throughout the year. Visited Building Site Visiting a BPA building site near Solna, we met with some of the workers who have almost completed a low rise the rest of the land was either rented out to others or was forest. Those 1,065 hectares were worked by a total of 26 people: nine men in agriculture; eight running the tractors; three in the cattle factory; four people, two of whom worked half a day, in the hen house; one hunter; one steward; one clerk, and one foreman. Annual production was: 3,300 tons of corn; 1,500 tons of sugar beets, and 450 tons of green peas. There were 60,000 hens on the farm as well as cattle. The foreman explained that the workers were in LO and the adminis­ trators in TCO unions. As far as union activities, he noted that one of the dif­ ferences between a farm and a factory is that there is no union club on the farm (mainly because there are so few people.) There is, however, a union representative. An important point made at the farm was that farm workers have the same rights as all other workers in Sweden. We met with the farm workers' union representative who, in answer to our questions, explained that there are really no migrant farm workers in Swe- Meet With Palme A man who obviously enjoys discus­ sion, Olof Palme was a delight to talk with. He noted that the Social Democrats lost by a small margin and that the Cen­ ter Party had tried to scare people over the issue of nuclear power plants. The Social Democrats feel that cautious use of nuclear power is necessary in Swe­ den. However, the Center Party, stress­ ing possible environmental dangers, had contended it would greatly curb the use of nuclear power and would build no more plants. Citing the backdown on the pledge to curb nuclear power as one example, Palme said there has been "a period of broken expectations from the present government." He noted that the future of the Social Democrats "looks good" and that he sensed a revitalization of the labour movement in the 1970s. Pointing to three phases of democ­ racy—political, social and economic— Palme said that the first two have been achieved in Sweden. He defined eco­ nomic democracy as the power of pro­ duction lying in the hands of the people. DAY FOUR: In a suburb of Stock­ holm called Solna, we visited the BPA Byggproduktion AB, or simply, BPA. A construction firm, BPA is different from most businesses in that it is owned by the Swedish Trade Union movement and the Swedish Co-operative Union. The largest builder of private houses in Sweden, the BPA also builds many other structures, including administra­ tive buildings, hospitals, schools, and reservoirs, to name a few. Founded in 1967, BPA can handle a construction job from planning the site to putting in the last doorknob. We met with company and union officials of BPA. They told us that the construction industry was doing well in Sweden and that, in fact, there was a need for more pebple in carpentry and plumbing. In order to maintain full employment and to plan properly, any builder in Sweden who wishes to construct .some­ thing worth more than 200,000 Swed­ 16/LOG / July 1977 for a number of hours to discuss prob­ lems, production and other issues. DAY SIX: We visited one of the largest affiliates of LO, the Swed­ ish Commercial Employees' Union, or Handels. Founded in 1906, the Union represents shop employees, warehouse staff and clerical staff. Our group toured Handels' head­ quarters in Malmo and met with a num­ ber of the union officials. In answer to our questions, they explained that there is an equal wage principle for men and women (women comprise the vast ma­ jority of their members.) But in reality, they noted, women get less qualified jobs. Although minimum wage stan­ dards have been set, men will some­ times be paid higher than women by the employer, they pointed out. One of the union's biggest problems is that only 50-60 percent of their field is organized. We discovered also the fact that sales personnel, work, in general, on the basis of a group piece rate rather than on an individual one. Talking about unusual store hours, the officials explained that workers re­ ceive compensation for inconvenient working hours. Also, the union is trying to get em­ ployers to keep more than one person in a store at night in order to lessen the risk of robbery. Consumer Cooperative Movement The Saab-Scania plant at Sodertalje, near Stockholm, Sweden. apartment complex. One of the men we met was the club chairman of Building Workers Union Local 1. He explained that the workers were getting a very good hourly wage, since they were fin­ ishing the complex ahead of schedule and their pay went up accordingly. He also explained that almost all their work is done in normal working hours—approximately 7 to 4 with lunch break—since the workers do not believe in overtime if it can be avoided. A project that is not finished on sched­ ule, we learned, is subject to heavy fines. We were shown around some of the completed apartments as well as some units still being built. I have no exper­ tise in construction but some of my fellow delegates who do, felt that the buildings were very well constructed. The site confirmed what we felt from the men we met—a real pride in work­ manship. DAY FIVE: Early in the morning we left Stockholm for the third largest city in Sweden, Malmo, which is located in the extreme south of the country, just across the water from Copenhagen, Denmark. Here, in the morning, we visried a modern, higKly lhecfianized farni called the Trollenas estate and had a chance to talk with union representatives there. The foreman of the farm explained that of the estate's 2,700 hectares (ap­ proximately 6,700 acres), 1,065 were actually worked by the owners while den. At the peak of the harvesting sea­ son though, young people come from other countries, particularly Poland, to work on the Swedish farms. The union representatives explained that, at Trol­ lenas, the workers have no objection to the owners hiring help for harvesting, as long as they join the union. He graciously showed us around his home which is located on the farm and explained that the farm's owner rents him the house at a very reasonable amount. This contributed to his general satisfaction with the salary and work­ ing conditions on the farm which he said were quite good. However, he noted that not all farms had such good working conditions. See Food Processing Plant In the afternoon our group visited Foodia, a food processing plant built in 1971. Belonging to the Consumers Cor­ poration, the factory employs 400 peo­ ple who are members of three different unions. The workers' hours are 7 to 4 with 48 minutes for lunch and 12 min­ utes for a coffee break. There is a testing laboratory at the factory where each day the foremen and technicians check the processed food for its quality. A management representative, after a tour of the plant, explained to some of us that union and management rep­ resentatives get together once a week From Handels headquarters we went to a cooperative store to learn a little about the Swedish consumer coopera­ tive movement, a movement that is an important part of Swedish economic life. According to information published by the movement, more than 50 per­ cent of Swedish households are mem­ bers of one or more coop organizations. Wherever we had gone in Sweden, we often saw on the sides of buildings the mathematical sign for infinity «>. It stands for a large cooperative move­ ment called the Kooperativa forbundet (KF)—the Swedish Cooperative Union and Wholesale Society. In existence since 1899, KF is owned and managed by the Swedish local consumer coop societies which in 1974 numbered 1,757,000 people. We met with representatives of one of the KF affiliates—Solidar,.. a co­ operative retail society located in the southwestern part of Sweden. At the end of 1976, Solidar had 155,782 members. Many operations are run by Solidar including 89 supermarkets, 15 restaurants and 13 department stores. Solidar employs 4,300 people. Among its operations are two "hy­ permarkets," i Obs!. It was one of these that we visited and were told it contained 30,000 items. The store car­ ries clothing, household items, and lots of food. (I bought two kilos of a delici­ ous and wonderfully strong Swedish coffee blend). The hypermarket also has a bakery, a restaurant and lots of space. It was a very pleasant place in which to shop. * * • To say the least, I was highly im­ pressed with what I saw in Sweden. Of course, everj'thing is not perfect and there is always' room for improvement —as Swedes would agree since they seem to have very critical personalities themselves. But from what I saw, Swe­ den has gone tremendouslv far in achieving a just and meaningful life for working men and women. �Governors Island, N. Y. New international rules of the road to prevent collisions at sea went into effect on July 15, according to the U.S. Coast Guard. Among the rules are new dividing boundary lines between the high seas and inland waters. Other changes include strict responsibilities for lookouts, safe speed opera­ tion at all times, new sound signals and new lights. The boundary changes require both pleasure boaters and commercial opera­ tors to observe international navigational rules in some areas where U.S. inland rules apply. Major boundry changes in the Mid Atlantic area are at the entrances to N.Y. Harbor, Delaware Bay and L. I. Sound. Transport to haul 200,000 tons of coking coal until June 1978 from ports in Hampton Roads, Va. and the port of Baltimore to Alexandria, Egypt. ST Columbia or ST Potomac From Aug. 10-21, the ST Columbia or the ST Potomac (Hudson Water­ ways) will carry 21,652 tons of bulk wheat from a Gulf of Mexico port to Port Said or Alexandria, Egypt. SS Flor From Aug. 15-31, the SS Flor (Altar Steamship) will transport 23,000 metric tons of wheat from a Gulf port to Beirut, Lebanon. San Pedro, Calif. San Juan, P.R. President Steve Edney of the SlU-affiliated United Cannery and Industrial Workers of the Pacific, who is also a vice president of the California AFL-CIO, has been given the "Man of the Year" Award for 1977 by the Southern Cali­ fornia Ports Council of the AFL-CIO Maritime Trades Department. Head of the AFL-CIO California Labor Federation, John F. Henning, praised Edney for his outstanding contributions to the cause of advancing work­ ers rights. Sea-Land Service has begun a direct containerships run between the ports of Baltimore, Charleston, S.C., Jacksonville and San Juan. Previously, the run had been routed through Port Elizabeth, N.J. SS Robert E. Lee Disabled after an explosion in her engine room caused major damage was the 32,269 dwt LASH SS Robert E. Lee (Waterman) at Lat. 23.96 N., Long. 36.56 E. The vessel proceeded in tow to the Suez Canal. No injuries to per­ sonnel aboard the ship were reported by the company. SS Delta Mar » Twenty-five year old Seafarer Anthony Benedict aboard the LASH SS Delta Mar (Delta Line) fashioned a 1,700-knot shawl, 11 inches wide and 60 inches long. It took him 20 days to make. He noted that if any Seafarer wants to learn how to make a belt he would gladly teach him. Hew York, N. Y. SlU-contracted Ogden Marine has chartered part of her fleet to Maritime New Orleans Delta Line reports new trouble with Guatemala and wants the Federal Maritime Commission (FMC) to push its fine fees (50 percent of cargo value on her ships calling at U.S. ports) against that country's merchant fleet. On June 9, the Guatemala Congress enacted a law which allegedly deprives 600 importers of U.S. goods there of tax benefits if other than Guatemalan National Line or runaway vessels are employed. The FMC had until July 29 to impose the fines. Delta has had trouble with Guatemala since 1974. SS Delta Norte The SlU-contracted SS Delta Norte (Delta Line) has become the first LASH vessel to receive a Capt. Jones F. Devlin Safety Award. The ship sailed 827 days without a lost-time accident. The line's fleet had the lowest accident rate among dry cargo ships with a record average of 3.36 accidents for the year ending Dec. 31,1976. The award was given by the American Institute of Merchant Shipping in New York. Where Did Lonnie Doo/ey Get The Time to Do If All? If you look at all the things Lonnie Dooley has achieved in his 22-year career as a merchant seaman, you have to wonder where he found the time to do it all. He sailed on the old passenger ships as purser, yeoman, storekeeper and more. He sailed in every entry rating in Personals the deck, engine and steward depart­ ments. He has completed such courses at the Lundeberg School as QMED, Weld­ ing, LNG/LPG, Lifeboat and Firefighting. He achieved his 3rd Assistant Engi­ neer's License at the School of Engi- Personals Edward Eric "Scotty" Kunchich George Pierre Your daughter, Shirley, asks that you contact her at (201) 335-7734, 812 Cedar St., Boonton, N.J. 07005. (Day man on the Delta Argentina, summer of '75.) Mark S. Johnson asks that you contact him at 1805 Kempci Lane, Knoxville, Tenn. 37920, (615) 577-0548. George M. Miller Please contact the Log office at (212) 499-6600 ext. 242, 243. Orville Stitch Crewmembers of the SS Overseas Natalie M.A. "Bud" Gamblin asks that you contact him as soon as possible at Mike's, 98 Mason St., San Francisco, Calif., DO-2-0326. Crewmembers of the 55 Overseas Natalie, Voyage 3B, which left Corpus Christi, Tex. around June 16, 1975 headed for Odessa, Russia with a wheat shipment: the wife of AB Chadwick, Tarkenton asks that you contact her at Route 3 Box 38A, Powhatan, Va. 23139. Joseph Michael Novotny Your son Michael ask that 3'ou con­ tact him at 817 Main St., Portage, Pa. 15946 or call collect (814) 736-8236. Joseph A. McDougall Martin J. Irwin Mr. Hasey asks that you contact him as soon as possible. Your daughter Jacy asks that you contact her at 5603 Haywood St., Houston, Tex. 77016. neering and Navigation in Brooklyn, N.Y. in 1966. He got his 2nd Assistant's license 14 months later, and his 1st Assistant's license in 1973. And to do all this, the 52-year-old Seafarer, a life-long resident of Liberty, S.C., maintains a book in both the SIU and District 2 MEBA. Brother Dooley speaks modestly of his accomplishments as a merchant sea­ man. He attributes much of his success to the Union's educational programs at the Lundeberg School, which he calls "nothing short of excellent." Dooley also notes that "if an SIU member expects to ship in the future, he must get his training now," adding that "no other School (than HLSS) can offer this kind of comprehensive train­ ing in seamanship." Brother Dooley also had some advice for SIU members just starting out. He says that young seamen "should set their goals early in their careers and then pursue them vigorously." He added that a young seaman should not bounce around from depart­ ment to department, noting that "a sea­ man should choose his department when he first comes into the industry, . and then work his way up the ladder until he reaches the top of this depart­ ment." Dooley says that this type of special­ ization will "better equip a young sea­ man for the future, and will make it easier for him to get a license if he wishes to do so." DEEP SEA Lonnie Dooley Lonnie Dooley knows what he's talk­ ing about because has just about every engine room rating and license except Chief Engineer. Presently, Brother Dooley, who joined the SIU in 1955 after serving in the Army during the Korean War, is waiting toxatch a ship "to accumulate some seatime." July 1977 / LOG / 17 �User Fee Not Answer to Locks & Dam 26 The improvement of Locks and Dam 26, the sorely outmoded navi­ gation facility on the Mississippi River at Alton, 111., continues to run into delays and difficulties. In the latest round of trouble, the Senate tied the authorization for re­ construction of Locks and Dam 26 to the establishment of a system of user charges for commercial users of the waterways. Just this month, the House Ways and Means Committee approved its own version of the controversial is­ sue, linking the new project to the imposition of a towboat fuel tax in some areas of the inland waterways. While some segments of the Inland industry support the proposed House bill, the SIU and the Transportation Institute, a Washington-based re­ search and educational group for the maritime industry, have been the only voices consistently and flatly op(posed to any user charge or tax in any area. And the SIU maintains this posi­ tion because we believe it is the only way to prevent a dangerous prece­ dent for financing Federal navigation improvements. A user charge is too high a price to pay for Locks and Dam26. It would further delay and finally defeat the benefit of this badly needed new project. The present complex is 38 years old, deteriorating badly, and is too small to handle the increasing flow of barge traffic between the Lower Mis­ sissippi and the Upper Mississippi and Illinois Rivers. Designed as a key facility in the entire river system, it has become a major bottleneck caus­ ing costly delays. Cost efficiency and energy con­ servation—the great advantages of water transportation — are seeping away day-by-day at Alton. But if a user charge is tied to the improve­ ment of Locks and Dam 26, the widespread benefits the new project could bring to the towing industry and the economy of the Midwest may go down the drain. There is good reason to fear that the added cost of a user charge could not be absorbed by the inland water­ ways industry without hurting the industry itself, its labor force and finally the American consumer. We believe that the much-needed replacement of Locks and Dam 26 must be considered separately from the controversial and complex user charge issue. As a recent St. Louis Post-Dispatch editorial maintained: "In holding the Alton project host­ age in the user fee issue, the U.S. Senate has unnecessarily added com­ plications to a waterways project that even the strongest supporters of barge line fees say is necessary." Locks and Dam 26 has been under consideration for replacement for al­ most 10 years. During that time in­ flation has increased its estimated construction cost by millions of dol­ lars and rapidly growing barge traf­ fic on the Mississippi has overreached LETTERS TO THE EDITOR LOCKED UP! July, 1977 Rep.McKlnney:'Ship American' Should Be More Than Slogan The current edition of the Log and the June 17 issue of The Oil Daily ar­ rived in the same mail today and both contained stories concerning the possi­ ble export of Alaskan oil to Japan. The Log noted my efforts to prevent that from occurring and quoted the question 1 posed on the House floor: "Why, then, should we create more work for the foreign tanker industry by transport­ ing the oil to Japan while our merchant tank fleet suffers through hard times?" The story also quoted Federal Energy Administrator John O'Leary as saying that a U.S. flag fleet could be put together to handle the surplus of Alaskan crude. The Oil Daily story recounts a speech delivered in San Francisco by the president of Chevron Shipping Co., Lawrence Ford, wherein he advocates the deal with Japan and he points out that this arrangement "would save both money and fuel; a dollar per barrel in shipping costs." I instructed my staff to contact Chevron's Washington office to ask if it was correct that this $1 per barrel saving could only be accomplished with the use of foreign flag tankers. The answer: "Yes." While it's true, as Mr. O'Leary says, a U.S. flag fleet could be put together, let me assure you that if Alaskan oil is sent to Japan, that fleet won't be used. Believe me, the phrase "Ship American" has got to become more than just a slogan. Sincerely, Rep. Stewart B. McKlnney 4th District, Connecticut Pensioner Misses Friends, Sea My good brothers and friends of the Great Lakes and seas. Being retired, I miss all of you from Captain to Messman. I miss the great spirit of brotherhood that is found among good seamen. There has been so much we learned from one another while working and sailing together. Thoughts of this, and the keen interest good seamen show in mankind remain with me. I am grateful for the experience. _ Fraternally, Moses Crosby Seattle, Wash. 18/LOG/July 1977 the facility's capacity by millions of tons. We can't afford another 10 years of complications. Locks and Dam 26 must be authorized now, on its own, as a much deserved Federal naviga­ tion project. Official Publication of the Seafarers international Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO Executive Board Paul Hall President Frank Drozak Joe DiGlorgio Executive Vice President Secretary-Treasurer Earl Shepard Lindsey Williams Paul Drozak Vice President Vice President Vice President Gal Tanner Vice President Marietta Homayonpour 339 Editor-in-Chief James Gannon Managing Editor Ray Bourdius Ruth Shereff Marcia Reiss Assistant Editor Assistant Editor Assistant Editor Frank Cianciotti Dennis Lundy Chief Photographer Associate Photographer Marie Kosciusko George J. Vana Administrative Assistant Production/Art Director Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. We Need Your Latest Address The SIU needs your latest address so that we can maintain an up-to-date mailing list and can be sure that important correspondence gets to you at your home. So please fill out the address form below and mail it to SIU Welfare Plan, 275 - 20th St., Brooklyn, N.Y. 11215. SIU See. Sec. No. Name Print Last Name First Name Print Number and Street City Middle Initial Address Date of Birth Mo / Day / Year ^ Vol. 39, No. 7 State Zip Code �J'' . • •._I- ' • -' fi •^••-. .', ' M:^' .v!r' \i':I . Transportation Institute President Herb Brand (center) explains the role of the Institute to the Boatmen when they visited there on June 23. On the steps of the Capitol In Washington, D.C. are the 21 Boatmen who attended the Louisiana Conference at Piney Point from June 20-6, along with Union officials. SlU Executive Vice President Frank Drozak (front left) with counsel Howard Schulman testifies June 23 before Rep. Mario Blaggl's (D-N.Y.) House Subcommittee on the Coast Guard. An attentive audience includes the 21 Boatmen and a Coast Guard delegation at the (right) rear. 21 From Louisiana Learn About SlU, industry Sth Boatmen's Conference Is an Education PINEY POINT, MD. — "Times are changing" in the towing industry, SIU Vice President Paul Drozak told 21 Inland Boatmen from eight Gulf companies who came to find out how it's changing at the Sth Boatmen's Educational Conference at the Harry Lundeberg School of Seamanship here from June 20 to June 26. One who found out by the end of the conference was Deckhand Lester Ledet who's been sailing with the Crescent Towing Co. for five years up the Mississippi. He exclaimed that "Times are changing fast." So fast that before he came to the conference he ". . . didn't know what his $50 (Union) dues and $600 (Union) initiation fee were for. Before I didn't go to the Hall or vote." Now he says he'd "fight" for the Union. Two weeks before in conjunction with the start of the Conference, the SIU sent two-man service teams to "sweep" the New Orleans Harbor and surrounding areas. Besides serv­ icing Inland Boatmen on the boats there, they opened new channels of communication with Louisiana members of such companies as Dixie Carriers, National Marine, Red Circle and Baroid Co. A top highlight of the conference was seen on June 23 when the Boat­ men went to Washington, D.C to hear SIU Executive Vice President Frank Drozak blast the Coast Guard for lax safety and manning enforce­ ment in testimony before Rep. Mario Biaggi's House Subcommittee on the Coast Guard. Later they saw and heard more House of Representa­ tives' politics in action in a floor deContinued on Page 22 INLAND •.. •1• L •: ' Here's a front view of'the pushboat Dixie Power tied up to a Mississippi River dock last month In New Orleans Harbor. MIATFRR N.Y. Patrolman George RIpoll (seated center) heads meeting aboard the Dixie Power (Dixie Carriers). Listening are (I. to r.); Tankerman Ron Noble; Chief Engineer Dudley Bonvillln; Engneer Fred Adams; HLSS VP Mike Sacco, and Patrolman Lou Guarjpo, July 1977 / LOG / 19 mm �ii ^V'l hv^'i \ .. -> .\\ fh Xi€ hh- M i'"I §*•4 * 1 / HLS President Hazel Brown tells the group that the School Is free for all SID Boatmen who want to attend any of the academic or vonational courses. She encouraged members to participate and also urged them to recruit young men for the Entry Training Program. SlU Vice President Paul Drozak (center) gives "A" Seniority books to Deckhand Mike Henson (left) of Crescent Towing and AB James Larkin Jr. of Red Circle In Tampa, Fla. Not shown Is Deckhand Allen Rudd of Inland Tugs who also received his "A" book. -• ;i;. ^ xjsa^fe;^knbwijedge- ^ New Orleans Patrolman Don Tillman (right) tells Deckhand Curtis Ledet that "organizing is the key to calling the shots." Oiler Larry "Red" MInchew (left) of Mobile's Radcllff Materials swears to Union oath given by N.Y. Patrolman George RIpoll. After ceremony. Boatman MInchew said the "Union book made me someone. .i, ' AL- - •'Syii J •. •: r. iA,. '1^ 4- 'i > 1 • <6 t d- mm I ..••:a4as "The Union helped me," says Oiler Paul Solid of Radcllff Materials. "It's a nice school you have here. It's YOURS!" HLSS Port Agent George Costango tells the conferees. ^ Pfimeaux. a 1b-yeaF4®l^b of OMe Camem, SlU Inland Coordinator Chuck Mollard explains the economics of the industry. Ir x-i^ah SerYicf Teams .f »>. Pi.' Tankerman Harold Whightsll, Jr. of Dixie Carriers shows off his SPA'D receipts. A: Giving a tour of the HLSS library is librarian Mrs. Zenaida Schuffels (left) with vocational instructor Joe Wall. From left are: Dale Koenig; Capt. Paul Latiolais; Jim Larkin. Jr.; Kirby Jones; Graylow Hester, and SlU Representative Byron Kelley. Eduction Ccinfab^^ i A'i • V -•'-'''•sii'v-.V' ..i S- " J V . "• • L'Z . Y' 'V . f,' ..V A ^ >•< .•i- . -'..r , . • >-<0>v:Tr.A' . I'j-: • . .is-. Vi .•/••• ' • . -•" ''" . ... » « *t,. rt v.- iyS M ••Bi* af a M AB James Larkin. Jr. (2nd left) who later took part In the 5th Boatmen's Conference at PIney Point, Md.. watches as HLSS VP Mike Sacco (right) hands Log to Chief Engineer Frank Labrache of the Theresa F. (Red Circle). ABs John C. Colombo and Nick Lomas (center I. to r.) are lntei..3ted spectators. ; ;—; ; — ; The Theresa F. nudges a giant barge, the Freeport 2 of Cincinnati. Ohio, near the On the Mississippi pushing a barge load of tanks is the Baroid 108 of the port of shoreline of the river. New Orleans. ^ ^ ^ "J Aooard tho Barold 108 (Baroid Co.) Pilot Larry Martin (center) . Patrolman Lou Guarino (right) straighten out a paycheck problem Deckhand J. Boudreaux looks on. Pilot B. Hines (seated center) of the National Venture (National Marine) asks a question of Patrol­ man Lou Guarino (left). Tankerman Adell Gauthler (right) and HLSS VP Mike Sacco ( far left) await their turn to join in on the conversation. Reading Log is Capt. R. Asbrlde of the Venture. Tankerman 0. Sullivan of the National Venture. 'i km L_ . .z,.. �Engineer Dale Koenig of Whitman Towing declares that "It's good to know you have someone behind you." "It's a strong Union, " says Engineer Jimmy Rosser of Crescent Towing. learned a lot, too," emphasized Engineer W. Webb of Whitman Tow­ ing about the conference. "Before was ignorant, now I have a clear understanding." He plans to get others to join the Union. Capt. Marion Goodman of National conference). More than in the last 39 I t The conference was "The best opportunity in my life," said Capt. Paul Latiolais of Dixie Carriers. didn't know about the Union until now," exclaims Capt. Tim Donner, 23, of Crescent Towing. Capt. Gus "Harmonica" Le Blanc of Crescent Towing says the "SlU gave him his license and job as a captain." Deckhand Morris Thibodeaux of Whitman Towing said he likes the Union's "esprit de corps" and brotherhood. 21 From Louisiana Learn About SlU, industry Sfh Boatmen's Conference Is an Education Continued from Page 19 bate on economic aid to South Korea. In the afternoon, they toured the Transportation Institute and the AFL-CIO's Maritime Trades De­ partment. On the Conference's first day the Boatmen were shown the value of upgrading as they toured the HLSS educational facilities, especially the new Vocational Building. They then visited the Valley Lee Farm nearby which provides Piney Point with most of its food. By day's end, they viewed films and slides on the history of the American labor movement and the inland towing industry. The next morning they learned more about the maritime labor move­ ment and the SIU Constitution. Next, all welfare benefits and forms were HLSS Vice President Mike Sacco (left) talks ~1o Boatman Daniel E. Liddic (right) of the Dixie Charger (Dixie Carriers) who was the first-inland grad at the HLSS in March this year. At (center) is New Orleans Patrolman Jim Martin. explained. Continuing the following morn, pension benefits and the new U.S. pension law were gone over. Later the politics and economics of the inland field were discussed. That night the delegates visited the Sea­ farers Alcoholic Rehabilitation Center. The last few days were spent in observing the HLS Hiring Hall and the Shipping Rules and going over the new standard contracts for both the unlicensed and the licensed in the towing business. Summing it all up. Deckhand and Boat Delegate Allen Rudd of InlandTugs confessed to one and all, "I was a dummy about the Union. When I got questions on the boat I couldn't answer them. Now I can. Soon I hope to get more members into the Union." SIU Patrolman Lou Guarino (right) makes a point with Tankerman McLain of the Charger. Ray 22/LOG/July 1977 t- .. . ; ' .1'. :j'i\ . �ALLEGIANCE (Interocean Mgt. Corp.), May 22—Chairman, Recerti­ fied Bosun A. Lasnansky; Secretary G. Richardson; Educational Director J. Boyce. $24 in ship's fund. Some dis­ puted OT in engine department. Secre­ tary read the minutes of the last meet­ ing. Chairman reports that the Seafarers Log is received regularly and read by all crewihembers. A vote of thanks to the steward department for a job well done. Next port Lake Charles. NEWARK (Sea-Land Services Inc.), May 12—Chairman A. Vilanova; Sec­ retary Ken Hayes; Educational Director R. Coleman; Engine Delegate W. West; Steward Delegate Edward J. Kilford Jr., $8 in the ship's fund. No disputed OT. Chairman reported that the last payoflf ran very smoothly. Harvey Mesford, Seattle port agent who attended the payoff left reading matter in regards to the merger with the MCS which will be read and discussed at the next weekly meeting. The April issue of the Log is aboard the ship and the crew is re­ quested to read the Log to find out what is going on in the Union. There are some vacation plan applications on ship and they are available to those who want them. Educational director will hold a discussion on Union business for all crewmembers, on the topic, "Your Union and What It Means to You" in the coming week. A card was received from Marietta Homayonpour, editor of the Seafarers Log which was filled in and forwarded to the Log office advis­ ing them of our receipt of the Seafarers Log aboard ship. Next port Seattle. MASSACHUSETTS (International Ocean Transport), May 8—Chairman, Recertified Bosun J. L. Bourgeois; Sec­ retary Abdul Hassan. No disputed OT. Received the February and March issue of the Seafarers Log which was passed around and enjoyed by all. Chairman held a discussion on these issues on the Maritime Trades meetings and AFLCIO Executive Council maritime en­ ergy resolutions. Noted that every mem­ ber who reads the Log should realize the effort and the time it takes our Union officials to keep the membership working. Also discussed the importance of donating to SPAD. A vote of thanks to the steward department for a job well done. Next port Brazil. ZAPATA RANGER (Zapata Bulk Transport), May 14—Chairman, Re­ certified Bosun Don Hicks; Secretary G. DeBaere; Educational Director J. Bailey. Chairman reports that the Sea­ farers Log is received regularly. Also that he would like to extend his appre­ ciation to Captain S. S. Griffin for his consideration, effort and thoughtfulness during this trip and during the hospitali­ zation of the chairman in Leningrad, A vote of thanks to the steward depart­ ment for a job well done. OGDEN WABASH (Ogden Marine Transport), May 12—Chairman, Re­ certified Bosun J. Frazier; Educational Director A. Ratkovick. No disputed OT. Chairman reported that the April issue of the Log was received in Panama and the crew was asked to pass it around so everyone will have a chance to read it. The crew gave a vote of thanks to the steward and the BR for the good food and service when they were short three men. The steward did the chief cook's work and his ov/n job. The BR did the bakers job and his own job. Our Union needs more men like this steward and BR in the steward de­ partment. We repeat our thanks to these Union brothers. Digest of SEA-LAND CONSUMER (SeaLand Service Inc.), May 1—Chairman, Recertified Bosun F. Pehler; Secretary J. Davis; Educational Director K. Hart. No disputed OT. Chairman discussed the article in the Seafarers Log concern­ ing upgrading. Also on the merger with Marine Cooks and Stewards Union and the move of the USPHS hospital from Galveston to Houston. Next port Rot­ terdam. SEA-LAND FINANCE (Sea-Land Service Inc.), May 5— Chairman, Re­ certified Bosun J. Pulliam; Secretary Benish; Deck Delegate J. Long;'Engine Delegate A. Austin; Steward Delegate F. Pappone. Received the April issue of the Log which contained coverage of the Pension Supplement. Also received the Education Series No. 8 and the March Maritime News which were passed around for all to read. Next port Seattle. PANAMA (Sea-Land Service Inc.), May 7—Chairman, Recertified Bosun T. Chilinski; Secretary Higgins; Educa­ tional Director Subbillo. $12.20 in ship's fund. Some disputed OT in deck department. Educational director re­ quested all crewmembers to bring back educational material that is placed out, and magazines that have to do with our trade so everyone can enjoy them. Ex­ ecutive Vice President Frank Drozak's letter on matter sent to Headquarters during April meeting was read and will be posted. We appreciate the prompt reply that we received. A vote of thanks to steward department from ship's chairman for good food and a job well done. PISCES (Apex Marine Co. Inc.), May 22—Chairman, Recertified Bosun B. Owen; Secretary C. Loper; Engine Delegate James McDermott. No dis­ puted OT. The following motion was made and voted on: "Whereas, the present agreement lacks an index and without an index it is time consuming and difficult for many members to find the section they want. Many of them give up in disgust and lose money be­ cause they do not realize the benefits they have. Therefore, be it resolved that an index to the contracts be prepared and included in all future printings." Next port San Juan. SEA-LAND GALLOWAY (SeaLand Service Inc.), May 29—Chair­ man, Recertified Bosun George Burke; Secretary A. Seda. No disputed OT. Chairman suggested that all crewmem­ bers should read the Seafarers Log. Also discussed the importance of donat­ ing to SPAD. A vote of thanks to the steward department for a job well done. Next port Elizabeth. SEA-LAND VENTURE (Sea-Land Service Inc.), May 22—Chairman, Re­ certified Bosun Joe I. Justus; Secretary Roy R. Thomas; Educational Director Sam Hacker. No disputed OT. Chair­ man led a discussion on the good things in the April Log and that every crewmember should read the Log more. Also on the importance of donating to SPAD. Next port New Orleans. Official ship's minutes were also received from the following vessels: TRANSCOLORADO SEA-LAND MARKET BOSTON GALVESTON DELTA MAR CAROLINA SAN FRANCISCO EXCHANGE DEL RIO LONG BEACH SAMUEL CHASE OGDEN WILLAMETTE WACOSTA OVERSEAS ARCTIC SEA-LAND COMMERCE WESTWARD VENTURE MERRIMAC DEL ORO SEA-LAND ECONOMY PONCE TRANSINDIANA AQUILA DELTA NORTE EAGLE TRAVELER LOS ANGELES MONTPELIER VICTORY COLUMBIA COASTAL CALIFORNIA TRANSCOLUMBIA MARY CHARLESTON TAMPA GOLDEN DOLPHIN JAMES EAGLE VOYAGER SEA-LAND PRODUCER TEX YELLOWSTONE DELTA BRASIL MAUMEE CARTER BRAXTON BALTIMORE INGER SEA-LAND MC LEAN PUERTO RICO SEA-LAND TRADE RAPHAEL SEMMES BORINQUEN BAYAMON MAYAGUEZ ARTHUR MIDDLETON ALEX STEPHENS AGUADILLA SEA-LAND RESOURCE JOHN PENN ARECIBO FORT HOSKINS ROSE CITY TAMARA GUILDEN ROBERT TOOMBS (Waterman Steamship Corp.), May 29—Chairman, James L. Danzey; Secretary John S. Burke, Sr.; Educational Director Wil­ liam F. Egan. No disputed OT. Chair­ man reported that Brother John M. Cataldo, OS, fell and he was put ashore in the Azores, San Miguel Islands. The crew gave a vote of thanks to the cap­ tain for acting as fast as he did by wiring in to have the injured man removed from the ship. Observed one minute of silence in memory of our departed brothers. Next port Suez Canal. GUAYAMA (Puerto Rico Marine Mgt. Inc.), May 23—Chairman, Re­ certified Bosun W. Velazquez; Secre­ tary A. Aragones; Educational Director C. Mainers; Engine Delegate H. F. Welch; Steward Delegate R. Evans. No disputed OT. All communications re­ ceived were read and posted. Chair­ man discussed the importance of donat­ ing to SPAD. Educational director re­ ported on the rehabilitation program going on at Piney Point and how it was of great advantage and benefit to those who need it. Advised all brothers who need it to attend. Also, to contact Piney Point or any Union representative and they will gladly help any member with information. Observed one minute of silence in memory of our departed brothers. Next port Elizabeth. ZAPATA COURIER (Zapata Bulk Transport), May 8—Chairman, Re­ certified Bosun Sal Sbriglio; Secretary Paul Franco; Educational Director A. Bell; Deck Delegate Jones Ard; Engine Delegate James Chiaesc; Steward Ron­ ald Fluker. No disputed OT. Chairman reported that all the crewmembers were pleased to read in the Log about the new pension benefit. Steward advised all members to read the Log to know what is going on in the Union. Next port Frceport, Tex. BANNER (Interocean Mgt. Corp.), May 20—Chairman, Recertified Bosun I. Fahri; Secretary G. Rosholt; Educa­ tional Director F. Figuera; Deck Dele­ gate Henry Perkins; Engine Delegate Joseph Schueler; Steward Delegate Walter Cutter. $32.69 in ship's fund. No disputed OT. Chairman declared an open meeting and urged all members to speak on anything that was on their minds. The only way to have an open association is to have all problems brought forward at these meetings and have them resolved in the best possible way. Request lines at spaces where there are no rails on catwalk. Also lad­ ders are slippery to the captain and pilot room decks. Also advised all crewmem­ bers to fill in repair lists and everything possible will be done to see that these things are taken care of. Observed one minute of silence in memory of our de­ parted brothers. Next port Flushing, Holland. WORTH (Apex Marine Transport), May 14—Chairman, Recertified Bosun Emilio Sierra; Secretary J. W. Young. Some disputed OT in deck and engine departments. Two members of the crew were sent to the hospital in Singapore— James Ward with an apparent heart at­ tack, and John Mattingly who had an accident. Next port Anacortes, Wash. Six Months' Discharges Entry-rated seamen in all ports must show their last six months' discharge-s be­ fore they can register for shipping. July 1977/LOG/23 "> ' 1 �SlU Atlantic, Golf, Lakes & Inland Waters United Industrial Workers of North America PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak HTIVri? 1 '*n lOTT J JL lOU, ly / / *TOTAL REGISTERED Q^up, Class A Class B Class C Port TOTAL SHIPPED Groups Class A Class B Class C '^REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 3 116 14 26 22 12 29 90 49 33 17 47 7 68 0 4 537 0 17 1 1 5 3 1 16 3 3 1 6 2 4 0 0 63 0 9 0 0 3 1 0 1 4 1 0 1 0 5 0 0 25 Port Boston New York Philadelphia Baltimore Norfolk Tampa 2 99 15 18 15 9 3 20 2 3 6 i 1 5 0 0 1 2 Mobile 22 7 0 25 6 0 23 6 0 70 25 31 8 27 6 54 0 3 404 14 7 6 4 10 3 15 0 2 103 0 2 0 0 0 0 4 0 0 15 46 21 38 9 20 3 75 0 2 359 14 5 6 7 14 6 19 7 1 145 0 0 0 0 2 0 4 0 0 10 109 36 39 12 40 14 66 0 1 561 25 6 7 3 12 0 14 0 1 114 0 3 1 0 0 0 6 0 0 19 0 61 15 27 17 1 5 0 4 0 0 0 0 0 0 New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Yokohama Totals Totals All Departments 1 45 6 8 3 1 1 29 11 6 6 8 2 26 6 1 160 0 6 0 0 3 0 0 0 4 0 0 1 0 6 0 0 20 7 157 15 46 29 12 31 137 54 64 25 66 19 104 0 6 772 2 15 0 4 6 3 3 13 2 5 2 7 2 7 0 1 72 1 7 0 0 1 1 0 1 1 1 1 0 0 5 0 0 19 0 3 0 0 0 1 2 139 16 34 27 3 3 17 3 7 8 2 1 6 0 0 1 1 ENGINE DEPARTMENT 5 1 73 48 8 1 15 4 7 5 11 1 STEWARD DEPARTMENT .. 0 43 6 18 14 1 2 0 2 0 0 0 0 0 0 2 -56 2 13 7 1 25 2 5 2 0 2 0 2 1 8 0 14 34 30 17 6 14 1 37 0 0 8 1 7 2 1 2 2 5 0 6 0 0 4 0 0 0 0 1 2 0 1 0 0 0 16 42 21 23 6 13 6 48 0 5 18 8 13 1 9 6 12 15 0 0 3 2 0 1 0 4 0 21 57 26 31 6 21 7 48 0 1 5 2 7 2 1 2 2 2 0 0 1 1 0 1 0 0 0 0 0 0 lO 0 0 1 0 0 242 33 4 261 122 15 342 34 3 3 127 21 47 18 7 10 57 31 37 11 36 12 39 2 12 122 0 11 1 1 0 1 2 10 2 11 1 33 0 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington SeatUe Puerto Rico Houston Piney Point 5 112 7 14 11 12 30 68 31 30 15 38 6 76 0 1 456 ENTRY DEPARTMENT 1 32 5 16 8 4 13 33 11 28 5 11 17 20 0 1 89 10 26 7 5 6 44 24 15 3 19 10 33 22 7 55 0 7 2 1 0 1 4 7 0 8 1 12 0 1 47 5 25 I4. 2 18 58 15 39 7 13 21 26 0 0 1 0 2 3 0 204 315 105 293 461 207 1,387 514 149 1,968 681 2« 1,076 427 45 "Total Registered" means the number of men who actually registered for shipping at the port last month. '"'Registered on the Beach" means the total number of men registered at the port at the end of last month. 24/LOG / July 1977 VICE PRESIDENTS Earl Shepard Lindsey Williams Cal Tanner Paul Drozak HEADQUARTERS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 ALPENA, Mich 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, ILL..9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DETROIT, Mich. 10225 W. Jefferson Ave. 48218 (313) VI 3-4741 DULUTH, Minn 2014 W. 3 St. 58806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St. 49635 (616) 352-4441 HOUSTON, Tex 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, NJ. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex. . . 534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. R. 1313 Fernandez, Juncos, Stop 20 00909 (809) 724-2848 SEATTLE, Wash. 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. .4581 Gravs;5 ; Ave. 63116 (314) 752-6500 TAMPA, Fla. 2610 W. Kennedy Blvd. 33609 (813) P70.1601 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 510 N. Broad St. 90744 (213) 549-4000 YOKOHAMA, Japan ..... P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 Shipping at deep sea A&G ports picked up considerably last month as 1,648 Seafarers found jobs on SIUcontracted ships. That's an increase of 414 jobs over the previous month's figures, and an increase of 415 jobs shipped over the same pe­ riod last year. Shipping is expected to remain from good to excellent at most ports for the foreseeable icuture. �Captain Charlie Bonniweii of the Will Colonna gives his book number and Social Security number to N.Y. Patrolman Ted Babkowski (left) for completion of a Patrolman's Report While aboard the Will Colonna, Assistant Engineer John Thomas (I) and Deckhand Richard Finley take a break to glance at the Log. • t ^ 'ft Posing on the stern of the Will Colonna are crew members (I. to r.); Charlie Bonni\A/oll, captain; John Thomas, assistant engineer; Jiles Hamon, cook, and Richard Finley, deckhand. Will Colonna and Christine E Visit N.J. fT^he Will Colonna (owned by Colonna and presently chartered by Steuart Transportation) was serviced by an SlU patrolman on Apr. 19, X while the tug unloaded a shipment of coal for the Kearney Generating Co. in Kearney, N.J. The patrolman helped clear up some probems and questions the crew had regarding pension, welfare and medical forms. He advised the crew members to always keep a completed medical claims form available at home in the event a member of their families became ill while they are on the boat. Recently in the New Jersey area also was the Christine E (Marine Towing and Transportation), up for repairs at the Tug and Barge Dry Dock in Jersey City, N.J. Upon completion of these repairs, the Christine E\s next scheduled stop was Port Everglades, Fla. to resume hauling oil. The cre//members of the Christine E (Marine Towing and Transportation) are posing in the galley /mile the tug awaits repairs. From (I. to r.) are: Paul Parson, AB; Richard Robinson, AB; Torn Ferguson, Cook, and Ken Davis, captain. The tug Christine E is shown laid up for repairs at the Tug and Barge Dry Dock in Jersey City, N.J. July 1977 / LOG / 25 �64 Scholarship Winner Joined the Peace Corps For Larry Carleton, a college educa­ tion provided the ticket for some faroff adventures and exotic study in grad­ uate school. The 1964 winner of the SIU four-year scholarship majored in mathematics at Michigan State Univer­ sity, East Lansing, Mich. After gradu­ ating in 1968, he joined the Peace Corps and worked in Swaziland, Africa for three years. Putting his education to good use, his job in the Peace Corps was to intro­ duce the new math into the junior high school system. First he taught the stu­ dents themselves. Then he spent a year training the teachers. "It was quite a challenge," Carleton said. "The native languages there are Swazi and Zulu. Although the students spoke English, they thought in their own language and as they translated back and forth in their mind, communication became difficult because languages have a different way of looking at the world." He also had to track down tubercu­ losis patients and encourage them to go for treatment, build his own school­ room, and teach basic science and Eng­ lish literature. ton said. Later on he hopes to continue his work while teaching at a university. The SIU scholarship got him off to a good start. "I was offered other schol­ arships," he said, "but the SIU grant was the best. As a full scholarship, it allowed you to study fulltime." While he was in college, his mother Ruth Carleton won a scholarship to study English at the same school. So the family gave up the farm in St. Clair, Mich, and moved to East Lansing. Lawrence's father, Monroe Carleton, stopped sailing wheelsman with the SIU on the Lakes in 1966 when he became a licensed officer. Right now, he is sail­ ing as a first mate on the Great Lakes. He recently earned his master's license. Larry Carleton He was fascinated by teaching. When he came back to the States in 1973, he went for a Masters degree at Michigan State University. Studying philosophy, his particular subject was how knowl­ edge is communicated or how people learn things. At present, he is continu­ ing this study while earning a doctorate degree at the University of Minnesota, Minneapolis. He chose that school be­ cause it has a good psychology depart­ ment. Unlocking the secret of how people learn is important for philoso­ phy, psychology and education. Carle- Once an Arctic Ocean Fisherman, He Sails Deck on Great Lakes Seamen from all over the world have settled on the Great Lakes. From Norway came Fridtjof "Fritz" Martinussen who has been an STU member since 1946, sailing as an AB, wheels­ man, quartermaster and bosun. He began his career in his native country in 1930, on a fishing boat in the Arctic Ocean. During the Piney Point course, the crew had classes dealing with the prop­ erties and handling of liquid natural gas, and of course, classes on the poten­ tial dangers of LNG and how to handle emergencies should they arise. The crew also studied the automated features of the Aquarius' engine room and special Cargo Control Room, as well as participating in a two-day course in firefighting. They also went on a field trip to the LNG tcminal in Cove Point, Md., where they received special safety hints from a Coast Guard expert in the area of cryogenics (the study of very low temperatures). On top of their training at Piney Point, the entire licensed and unli­ censed crew participated in a monthlong training program in Quincy, Mass. just prior to boarding the Aquarius for her maiden run. This program included more classes on the properties and handling of the special LNG cargo. And the crew was able to get a first hand look at the Aquarius and become more familiar with her specifies before actually taking the vessel to sea. The course in Quincy also included an intense firefighting pro- GREAT LAKES gram, given with the aid of the Boston Fire Department. The most important thing, though, is that all this training has paid off. In separate letters to the Log, both the Captain and the Chief Engineer of the Aquarius have commended the crew for their professional work aboard ship. Chief Engineer R. Boerner wrote: "The crew of this vessel has been out­ standing during the first weeks of oper­ ation. They have been cooperative, knowledgeable and willing in the per­ formance of their duties. Capt. H. Van Leuven wrote: "I would like to advise you of the profes­ sionalism that all members of the crew have shown in the performance of their work since delivery of the Aquarius. "During the voyage from Boston to Seafarers Welfare, Pension and Vacation Flans Cash Benefits Paid Number May 26 - June 22,1977 SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily @ $1.00 In Hospital Daily (§ $3.00 Hospital & Hospital Extras Surgical ^ Sickness & Accident @ $8.00 Special Equipment Optical Supplemental Medicare Premiums DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits In Hospital Surgical Maternity Blood Transfusions . Optical PENSIONERS & DEPENDENTS Death Hospital & Hospital Extras Doctors' Visits & Other Medical Expenses .. Surgical Optical Blood Transfusions : Special Equipment Dental Supplemental Medicare Premiums TOTALS Total Seafarers Welfare Plan Total Seafarers Pension Plan Total Seafarers Vacation Plan Total Seafarers Welfare, Pension & Vacation 26/LOG/July 1977 Amount MONTH TO DATE YEAR TO DAI E 10 256 130 7 1 4,626 1 95 15 83 2,218 1,413 81 13 31,571 11 673 181 354 53 91 1,0 — 73 MONTH TO DATE $ YEAR TO DATE 27,500.00 256.00 390.00 393.65 100.00 37,008.00 396.84 3,214.45 1,274.30 $ 275,043.06 2,220.00 4,239.00 11,546.73 1,679.00 252,568.00 4,561.55 20,755.76 8,958.80 2,434 466 665 113 13 544 128,120.87 3,132.10 15,479.85 4,800.00 752,072.69 23,869.33 115,325.59 42,634.00 1,347.86 16,036.01 19. 159 91 7 44 I 7 — 2,163 85 998 623 76 318 3 29 4 10,757 68,000.00 27,257.19 3.304.82 1,037.00 1,476.90 92.50 1,137.25 17,036.70 336,600.00 172,850.12 27,795.28 12,474.55 9,682.95 162.50 4,438.00 1,204.00 85,265.10 3 69 2,924.92 28,216.57 8,216 2,738 803 11,757 53,441 13,549 5,348 72,338 346,524.84 697,139.51 731,694.69 $1,775,359.04 2,211,546.45 3,458,152.37 5,215,202.69 $10,884,901.51 SCHOLARSHIP PROGRAM "Fritz" Martinussen England and during the gas trials, all personnel exhibited a wide spectrum of expertise in handling all situations." The next LNG ship, to be named the Aries, is scheduled to be out in late Au­ gust. Like the crew of the Aquarius, the crew of the Aries will undergo the same kind of rigorous training schedule. And no doubt, they will respond in the same professional manner. 2,191.50 • �Contracts Ratified at Sabine Towing; Dixie Carriers In June, SIU Boatmen at Sabine Towing and Transportation and at Dixie Carriers voted to accept a new three year contract. The terms of these excellent new agreements brought all SIU Boatmen closer to the goal of establishing an industry-wide standard contract, As the most important step, the mem­ bers in both these Gulf Coast outfits will now receive vacation benefits which had previously been denied most Boat­ men in the Gulf area. The SIU aims to bring all the Union's contracted tug, towboat and dredging companies into the Seafarers Vacation Plan one by one as each company's con­ tract comes up for renewal. The decision to use standard lan­ guage and plans was made by delegates at the Boatmen's Contract Conference held at the Lundeberg School in Piney Point, Md. last March. In addition to the vacation benefit, both the licensed and unlicensed crews won wage increases that will amount to about 40 percent over the life of the agreement, an increase in overtime pay, cost of living adjustments, many new welfare and fringe benefits, and im­ provements in working conditions. After the negotiations were com­ pleted, the proposed contracts were first presented to the rank and file commit­ tee members who had attended the March confab. After the committee's recommendation, they were then sent to the members for a ratification vote. Voting Results At Dixie Carriers, crewmembers voted 104 to 13 to accept the contract. At Sabine Towing, the vote was 60 to 14 for acceptance. The industry-wide vacation plan was the most important new benefit nego­ tiated; The vacation pay depends upon the number of days worked and the rating sailed. Benefits may be cashed in every 90 days or accumulated for up to one year. For example, in the third year of the contracts, based on 240 days of em­ ployment, the yearly vacation benefits for various ratings in Dixie Carriers and Sabine Canal Division would be: • $933.60 for deckhands • $1,065.60 for tankermen, cooks. ABs, pilot trainees, engineer train­ ees and utility tankermen • $1,334.40 for pilots and licensed chief engineers • $1,600.80 for captains Boatmen on Sabine harbor and off­ shore boats will be receiving an addi­ tional sum over and above the vacation they already have. Major improvements in the welfare plans for all ratings include: full cover­ age of hospital extras and intensive care and an increase in maternity benefits and death benefits. A new benefit has been added which provides up to $5,000 for accidental loss of hands, feet or eyes. The agreement with Sabine and Dixie includes many advances in terms of Union recognition. For example, not only the company but any subsidiaries it forms during the life of the agreement must recognize the Union as collective bargaining agent. Moreover, the com­ pany has agreed to give the Union 24 hours notice for replacements which will give the SIU enough time to send these replacements from the Union Hir­ ing Hall. Important language has also been in­ cluded in the contracts that will assist the SIU in meeting the manpower need in the industry. Seafarers at Sabine and Dixie will have their round trip trans­ portation paid by the companies when they attend the Lundeberg School to up­ grade. And so that unlicensed person­ nel can receive the necessary practical experience to upgrade, the Union was successful in getting the companies to carry trainee engineers and trainee pilots on the boats. Both companies also agreed to grant three days off, with pay, to employees in the event of a death in their immedi­ ate families. New contract provisions have been set up for seniority within each job classification and present employees will be considered first in making pro­ motions. Also, disciplined employees shall be given written notice of disciplinary ac­ tion and the reasons for it, with a copy for the Union. In addition, the contract includes big improvements in the trans­ portation provisions. All in all, the new Sabine and Dixie contracts have brought SIU Boatmen in these companies important advance­ ments which the Union hopes to extend to all members of the towing industry. The Supertanker TT Stuyvesanf Is Set for Crewing The newly-coinpleted 225,OOO dwt supertanker, the TT Stuyvesant (Polk Tanker Corp.) now resting in the Seatrain shipbuilding facility in Brooklyn, N.Y., is scheduled to be crewed for her maiden voy­ age near the end of this month. The SllJ-contracted turbine tanker was chartered recently for three years to the Standarrl Oil Co. of Ohio (SOHIO). Preceded by her SlU-contracted sisterships, the TT Brooklyn in 1973 and the TT Williamsburgh in 1975, the 1,000-foot long, six-stories high TT Stuyvesant has completed her sea trials. The supertanker is powered by 55,000-hp turbines which turn a single screw. The ship can carry 1.5-niillion barrels of crude. A fourth sistership, the TT Bay Ridge is just about half completed at the Seatrain fa­ cility. All the ships were built by members of the SlU-affiliated United Industrial Workers of North America. A New Inland Contract Saves Member $9,604.35! PINEY POINT, MD.—A new SIU inland contract meant a $9,604.35 diference to Tankerman Harold Whightsil Jr., 47, who works for Dixie Carriers of New Orleans, La. "I would have had to pay a $9,604.35 hospital bill under the old contract. But I didn't have to pay a nickel, except for the telephone bill," Whightsil told his fellow Boatmen at the 5th Boatmen's Educational Con­ ference held here from June 20 to 25. Harold WhightsU Jr. "I'm so happy now I don't believe it!" he exclaimed to the conference delegates. The SIU had been successful in ne­ gotiating a contract with Dixie Carriers which included an increased hospital and surgical benefits plan for depen­ dents. Only three days after the new contract went into effect on Apr. 6, Whightsil's son, Allan Lee, was rushed to Chalmette (La.) General Hospital in a coma and convulsing due to lack of oxygen. Surgeons there immediately per­ formed open-heart surgery when the 12-year-old boy's heart stopped. They then corrected a congenital narrowing June Unemployment Up to 7.1% WASHINGTON, D.C.—June's U.S. unemployment rate rose to 7.1 percent from May's 6.9 percent though for the eighth straight month the number of Americans with jobs increased. Accord­ ing to the Labor Department, 271,000 people returned to work. This brings the total workforce pop­ ulation to 90.68 million, reports Labor Commissioner Julius Shiskin. Highlighting the jobless climb are the 483,000 adult women and teenagers out of school looking for work. Teenage unemployment climbed to 18.6 percent frcxn 17.9 percent. The jobless rate for adult women rose to 7.2 percent from 6.6 percent matching February and March's levels. AFL-CIO President George Meany said that unemployment, not inflation, ''remains the nation's No. 1 economic problem." He asserts that if one added to the •> jobless those who sought fulltime work but found only parttime jobs and those who gave up looking for work as futile, the "true" unemployment rate in June would be 10 percent. Unemployment for adult men dropped to a 5 percent rate from 5.3 percent.' The jobless rate for fulltime workers has stayed at a steady 6.5 per­ cent since April. The longterm unemployed — 15 weeks and longer — dropped by 100,000 to 1.7 million in June. Their ranks have shrunk by 775,000 since December 1976. Contrastingly, there was a sizable increase, 275,000, in those jobless for fewer than five weeks. The average duration of unemployment moved down to 14.4 weeks from 14.9 last month. The new level was the same as April and two-and-a-half weeks lower than June 1976. INLAND im of the main heart artery to put Allan Lee on the road to recovery. Under the new benefit plan at Dixie Carriers, the SIU paid the total $11,164.35 hospital bill; the old plan would have paid only $1,560! Included in the bill was $8,839.35 for the lad's hospital extras; the old plan paid only $300 for hospital extras—a big difference to Whightsil of $8,539.35! Also included in the bill was inten­ M H BBl JWATERS sive care costs which came to $1,740; the old plan would have picked up only $675—a difference of $ 1,065. Hospital room and board came to $585 and blood transfusions $740— both paid in the old and new plans. Whightsil, originally from Allenville, 111., has another son, Harold III, 17. The Boatman joined the Union in 1966 when he came to work for Dixie Car­ riers. Tankerman Harold Whightsil, Jr. (center) listens to SIU Claims Director Tom Cranford (right) explain welfare benefits at fifth educational conference in Piney Point, fvld. Looking on (left) is Union Vice President Paul Drozak. July 1977 /LOG/27 �r Eighth Part of Series Social Security, Medicare, Medicaid Are for You by A. A. Bernstein, SIU Welfare Director This is the eighth part in a series of articles which the Seafarers Log will be running, over the next few months, concerning Social Security, Medicare and Medicaid and how these Government programs affect you and your families. (This installment deals with the Medical Insurance part of Medi­ care. The next article will deal with Medicaid.) Eventually the series will be compiled into a booklet so that Seafarers can have all the information on these programs in one place. I hope this series will be an aid to you. Please let me know if you have any questions. Just write to me, care of Seafarers International Union, 675 Fourth Ave., Brooklyn, N.Y. 11232. MEDICAL INSURANCE Medical insurance under Medicare helps pay for doctors' services and a number of other medical services and supplies not covered by hospitalinsurance. People who want medical insurance pay a monthly premium. (See information later in this article about the medical insurance premium.) How you get medical insurance protection Nearly all people who become entitled to hospital insurance are automatically enrolled for medical insurance. If you can be enrolled automatically for medical insurance, you will receive information in the mail about 3 months before you become entitled to hospital insurance. The information you receive will tell you exactly what to do if you do not want medical insurance. Automatic enrollment for medical insurance, however, does not apply to people living in Puerto Rico or in foreign countries or to people who continue to work past age 65. These people sign up for medical insurance if they want it. Medical insurance has a 7-month initial enrollment period. This period begins 3 months before the month you become eligible for medical insurance and ends 3 months after that month. If you turn down medical insurance and then decide you want it after your 7-month initial enrollment period ends, you can sign up during a general enrollment period—January 1 through March 31 of each year. If you enroll during a general enrollment period, however, your protection won"t start until the following July, and your premium will be 10 percent higher for each 12-month period you could have been enrolled but were not. If you decide to cancel your medical insurance, your coverage and premium payments will stop at the end of the calendar quarter following the quarter that your written cancellation notice is received by the Social Security Administration. You can re-enroll in medical insurance only> once after canceling your protection. Medical insurance benefits Medical insurance will help pay for the following services: • Physicians' services no matter where you receive them in the United States—in the doctor's office, the hospital, your home, or elsewhere—including medi­ cal supplies usually furnished by a doctor in his office, services of his office nurse, and drugs he administers as part of his treatment which you cannot administer yourself. There is a limit on payment for covered psychiatric services furnished outside a hospital. Physicians' services outside the U.S. arc covered only if they arc furnished in connection with covered care in a foreign hospital. • Outpatient hospital services in an emergency room or an outpatient clinic of a hospital for both diagnosis and treatment. • Up to 100 home health "visits" each calendar year, if all the following four conditions are met: —You need part-time skilled nursing care or physical or speech therapy, —A doctor determines you need the services and sets up a plan for home health care, —^YoU are confined to your home, and —^The home health agency providing services is participating in Medicare. These visits are in addition to the post-hospital visits you get if you have hospital insurance. • Outpatient physical therapy and speech pathology services—whether or not you are homebound—^furnished under supervision of participating hospitals, skilled nursing facilities, or home health agencies; or. approved clinics, rehabilitation agencies, or public health agencies under a plan established and periodically reviewed by a doctor. • A number of other medical and health services prescribed by your doctor such as diagnostic services; X-ray or other radiation treatments; surgical dressings, splints, casts, braces; artificial limbs and eyes; certain colostomy care supplies; and rental or purchase of medically necessary durable medical equipment such as a wheelchair or oxygen equipment for use in your home. • Certain ambulance services. • Limited services by chiropractors. • Home and office services by licensed and certified physical therapists, with certain payment limitations. How much does medical insurance pay for these services? Each year, as soon as your covered medical expenses go over $60 (the annual deductible), medical insurance will pay 80 percent of the "reasonable charges"^ for all covered services you have for the rest of the year regardless of the number of bills you have. There are four exceptions to this general rule: • Laboratory and radiology services by doctors while you are an inpatient of a hospital are paid at 100 percent without your meeting the $60 deductible. • Home health services are paid at 100 percent after the $60 annual deductible. • Payment for services of independent physical therapists is limited to a maximum of $80 a year. • Payment for physicians' psychiatric services outside a hospital is limited to a maximum of $250 a year. 1 "Reasonable charges" are determined by the Medicare carrier—the organization selected by the Social Security Administration to handle medical insurance claims in the area where you receive services. What services are not covered? Medical insurance does not cover some services or supplies. For example, the insurance does not cover: • Services or supplies that are not necessary for the diagnosis or treatment of an illness or injury. • Routine physical checkups. • Glasses and eye examinations to fit glasses. • Prescription drugs and patent medicines. • Immunizations. • Hearing aids and examinations for hearing aids. • The first 3 pints of blood you receive in each calendar year. • Dentures and routine dental care. • Orthopedic shoes. • Personal comfort items. FINANCING MEDICARE The hospital insurance part of Medicare is financed by special contributions from employees,-their employers, and self-employed people. Each group pays the same rate. The contribution rate is 0.9 percent of the first $14,100 of yearly earnings for 1975. Medical insurance is financed by monthly premiums paid by people enrolled in this part of Medicare and by at least an equal amount paid by the Federal Government. If program costs increase because of higher charges for medical services, the premium may be increased. People who have medical insurance are always notified of any increase in the medical insurance premium. The present basic premium, is $7.70 a month plus 10 percent for each 12-monih period a person could have been enrolled for medical insurance but was not. WHO CAN GET MEDICARE? Practically everyone 65 or older is eligible for Medicare. Also, the following people under 65 are eligible: • Disabled people who have been entitled to Social Security disability benefits for 2 consecutive years or more; and • People insured under Social Security who need dialysis treatments or a kidney transplant because of permanent kidney failure. Wives, husbands, or children of insured people may also be eligible if they need kidney dialysis or a transplant. 28/LOG/July 1977 �•> An Imporfanf Victory for U.5. Seamen ) How the 1954 Cargo Preference Act Helps the Fleet This is the 13th in a series of articles which the Log is publishing to explain how certain organi­ zations and programs affect the jobs and job se­ curity of SIU members. This particular article^ however, is the second dealing specifically with cargo and cargo sources for American-flag ships. It was one of the SIU's first and most successful campaigns conducted on Capitol Hill. And in the 23 years since its passage, it has probably provided more cargo for U.S. ships and more jobs for U.S. seamen than any single piece of legislation passed since the end of World War II. It is the Cargo Preference Act of 1954, a mea­ sure the SIU fought to enact for a full seven years. Essentially, the 1954 Cargo Preference Act provides that at least 50 percent of all U.S. Gov­ ernment-financed foreign aid cargoes, be carried on American-flag ships. However, before more is said about the 1954 Act, Seafarers should be aware of the long and interesting history leading up to the bill's passage. At the end of World War II the U.S. initiated extensive foreign aid programs for the rebuilding of Europe (under the Marshall Plan) and the Far East. Although U.S. ships were getting as much as 30 percent of the aid cargoes, there was no law on the books guaranteeing the U.S. fleet a sub­ stantial percentage of these cargoes, or for that matter, any percentage at all. However, it was not until 1948 that the situa­ tion started to get out of hand. At that time, Paul Hoffman, head of the Economic Cooperation Ad­ ministration, proposed to Congress that U.S. ships be totally ignored in transporting foreign aid car­ goes on the grounds that U.S. ships were "too costly" to use. The SIU rose to block this attempt to scuttle the U.S. merchant fleet, and the Union initiated the fight for the so called "50-50" bill. Between the years 1948 and 1954, when the Cargo Preference Act was passed, the U.S. fleet managed to carry only 30 to 35 percent of the foreign aid cargoes. However, when the "50-50" bill was finally passed by Congress, it was done so against tremendous opposition from the State and Defense Departments, farm groups and foreign shipping interests. Covered PL-480 Cargoes One of the more important sections of the 1954 biU, though, provided that American ships were Many LASH ship operators today depend on PL-480 cargoes to top off their regular commercial cargoes. PL-480 cargoes often mean the difference between making or losing money on a voyage. Shown here is the SlU-contracted Robert E. Lee (Waterman). also entitled to at least 50 percent of all cargoes generated by the Agricultural Trade Development and Assistance Act, better known as Public Law 480, or simply PL-480. Public Law 480, which was also passed in 1954, was actually broken down into two parts. First, it authorized the low cost sale of America's surplus agricultural commodities to friendly governments. It also authorized the donation of agricultural goods to underdeveloped nations for humanitarian purposes. Originally, the emphasis of the PL-480 Pro­ gram was on the sale of surplus agricultural goods. However, in 1966 Congress placed foremost inter­ est on the humanitarian nature of the program by increasing shipments to underdeveloped coun­ tries." Kept Fleet Employed It is difficult to calculate exactly how much cargo has actually been carried in American bot­ toms since passage of the 1954 Cargo Preference Act. The important thing, however, is that the 1954 Act has provided U.S. shipping companies with a constant source of cargo for more than two decades. In addition, no one section of the merchant fleet has been able to monopolize carriage of the PL480 cargoes. When it was first passed, the bill specifically benefitted the U.S.-flag tramp ship fleet, which had been in a constant state of decline since the end of World Warll. In later years, PL-480 cargoes helped the U.S. tanker fleet in the form of grain shipments to India, Bangladesh, Egypt and other nations in the Mid­ dle East and the Far East. Presently, U.S. liner operators of LASH vessels and containerships depend heavily on PL-480 cargo. In many cases today, PL-480 cargo for U.S. liners is the difference between sailing half full or fully laden, and the difference between losing money and going out of business or turhing a profit. From the standpoint of U.S. seamen, of course, PL-480 and other Government financed cargoes mean jobs on U.S.-flag ships. There is no question that since the 1954 Act's passage, American sea­ men literally have filled thousands of jobs that would otherwise have gone to foreign sailors. Program May Expand Containership operators also depend on PL-480 cargoes to run their vessels fully loaded. More important, though, than what PL-480 cargo has already done for U.S. ships and U.S. seamen, is what this program will continue to mean for us in the future. Foreign aid in the form of agricultural com­ modities is still an important part of U.S. foreign policy, and will continue to be. In fact, the Carter Administration has indicated that this program may be expanded. In other words, U.S.-flag operators will have more cargo for their ships, and U.S. seamen will have greater job opportunities from which to choose. What has the 1954 Act really meant to the U.S. merchant marine? An independent study, con­ ducted last year to research the merits of the Cargo Preference Act of 1954 and PL-480, came to the following conclusion: "Whatever the merits for continuation or aban­ donment of the Cargo Preference Act, there is no dispute about the importance of the Act as a source of cargo for American carriers Plainly, without the Cargo Prefei'ence Act, the American merchant marine would not exist." At July 1977/LOG/29 �/ Drozak Blasts USCC Failures on Safety Continued from Page 5 Chief Mate and Second Mate of the 55 William T. Steele, Drozak told the Sub­ committee, in a tank loading operation of benzene in 1972. The National Transportation Safety Board found that a tank leak had occurred due to an oversight by the fatigued crew and li­ censed personnel, some who had been working over 24 hours at the time of the accident. Yet the Coast Guard chose to reject the NTSB's recommendation to establish guidelines to prevent such excessively prolonged duty periods. t' The Coast Guard also ignored a sim­ ilar NTSB recommendation which fol­ lowed the tug Carolyn's collision with the Chesapeake Bay Bridge Tunnel in the same year. The Board had deter­ mined that the Master's state of fatigue had contributed to the accident, Drozak reported. "How many more marine accidents must there be, and how many more merchant seamen must he injured or killed due to excessive overtime, fatigue and tlie resultant inability to respond and perform properly before the Coast Guard decides to act?" Drozak asked. The NTSB is only one of many Gov­ ernment bodies ignored or opposed by the Coast Guard with regard to mer­ chant marine safety, Drozak added. The Coast Guard also ignored its own com­ mitments made in 1975 to the House Coast Guard Subcommittee to provide maritime labor with notice and an op­ portunity for comment on new manning scales. And it has "vigorously opposed" the efforts of the Occupational Safety and Health Administration, Drpzak said, to make maritime safety regulations. OSHA has the power to step in when another Federal agency does not issue necessary occupational safety and health regulations, which it proposed to do in the maritime industry last year. "OSHA expressed the opinion that it can promulgate occupational safety and health standards for merchant seamen because the Coast Guard has failed to Notke to MeaAers (h Proteihre When throwing in for work dur­ ing a job call at any SlU Hiring Hall, members must produce the following: • membership certificate • registration card • clinic card • seaman's papers In addition, when assigning a job the dispatcher will comply with the following Section 5, Sub­ section 7 of the SlU SSiipplng Rules: "Within each 'class of seniority rating in every Department, prior­ ity for entry rating jobs shall be given to all seamen who possess Lifeboatman ehdorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence when, in the sole judgment^ of the Board, undue hardship will result or extenuating circumstances war­ rant such waiver." Also, all entry rated seamen must show their last six months discharges. and often with no help from a dockman, lookout or helmsman to assure safe un­ loading, Drozak said. Yet the Coast Guard's regulation would allow a li­ censed member of the watch to also serve as a tankerman. "We believe that combining the dis­ tinct and equally important responsibil­ ities of a tankerman and an officer in one person precludes the proper per­ formance of either," Drozak main­ tained. The Coast Guard has refused to recognize that proper working condi­ tions for vessel personnel can prevent pollution accidents as much as proper vessel design, he added. Although the Coast Guard has done nothing to enforce the Ports and Water­ ways Safety Act, it ironically has used this law as an excuse for not carrying out a vital safety problem in another area, Drozak stated—one that has al­ ready taken the lives of Seafarers. to do so," Drozak stressed. This means that "not only do we, as representatives of maritime labor believe the Coast Guard has been derelict in implement­ ing Congressionally-mandated national policy, but that another Federal agency has determined on its own that ship­ board conditions have deteriorated to such an extent that it must step in." Efforts Are 'Lip Service' The Coast Guard's failure to insure merchant marine safety are becoming increasingly dangerous, Drozak pointed out, in our growing coastwise, intercoastal and oceangoing tug and barge traffic. The Coast Guard has admitted that there is a problem here enforcing the three-watch statute on every tug and barge voyage over 600 miles, but its efforts to correct it have not gone beyond mere "lip service," he com­ plained. "We can no longer afford to allow the Coast Guard to shirk its responsi­ bilities under the Saw and to disregard the national policies and purposes em­ bodied in such laws as the Occupational Safety and Health Act of 1970 and the three-watch statute." Barge traffic involves the dangerous operation of unloading oil or other haz­ ardous cargo, yet here again, Drozak said, the Coast Guard has not enforced Congressionally-mandated safety reg­ ulations, namely the Ports and Water­ ways Safety Act of 1972 which au­ thorized the Coast Guard to take all necessary steps to prevent pollution of U.S. waters. Rather it has proposed a manning regulation which does just the opposite, he explained. The regulation would allow vessels carrying hazardous cargoes to be op­ erated without a separate certified tankerman. Tankermen are already over­ burdened, working long hours alone 3 Lost on Lakes Three SIU members were killed in 1976 in accidents involving the use of household ladders instead of gangways on Great Lakes vessels. But when the Union asked the Coast Guard for action to provide safe climbs aboard ship, Dro­ zak reported, it responded (at the Coast Guard Marine Seminar in Cleveland, this year) that recent oil pollution inci­ dents have made the development of OSHA regulations on Great Lakes ves­ sels a low priority now. Another area that demands close at­ tention, Drozak told the Subcommittee, is the operation of uninspected towing vessels in the inland waters. Over 4,000 self-propelled vessels, many carrying hazardous materials, go uninspected and their crews are virtually free from Coast Guard training or work regula­ tions, he said. Yet of the 557 marine casualties re­ ported by the Coast Guard in 1975 on the inland waterways, 85 percent of the vessels involved are uninspected by the Coast Guard. "The potential for accidents is great in this rapidly growing area," Drozak said, as is the risk of loss of life. In fact, the information we received in our dis­ cussions with inland boatmen is fright­ ening and points up the need for swift corrective action." Drozak reported that tankermen off­ loading certain cargoes entails not only excessively long hours of work (12 to 40 hours) but inhalation of the fumes causes sickness, dizziness, fatigue and the chance of accidents. Engine noise oh tugs was also a frequent and serious complaint by in­ terviewed crew members. "The men complained about reduced hearing cap­ ability; nearly all older engine room employees are said to experience deaf­ ness," Drozak said. Moreover, they said that the noise prevents the engine room crew from communicating with the deck crew in the event of an emer­ gency such as a man overboard or an obstacle in the water. In spite of the high risk and proven danger in the inland towing industry, the Coast Guard's recent proposed reg­ ulations (Navigation and Vessel Inspec­ tion Circular #76) continue to allow reduced, untrained crews, excessive overtime and a two watch system which are all contrary to protecting safety of life and property at sea, Drozak pro­ tested. "We do not know," Drozak con­ cluded, "if it is by design or if there is some reason why the Coast Guard has for so long failed to act in these im­ portant areas. We do know, however, that the reasons are immaterial and that no excuse would justify the con­ tinued neglect of merchant seamen who are the wards of the Coast Guard." Dispatcheri Repoti TOTAL SHIPPED *TOTAL REGISTERED All Groups Class A Class B Class C JUNE 1-30,1977 **REGI$TERE0 ON BEACHf'rf-'rri AilGpiups All Groups Class A Class B Class C Class A Class B Class C DECK Alpena Buffalo Cleveland Detroit Duluth Frankfort ChicagoI . .-..J * a • V '« '• ••••,»»•••• T ^ ki Mi: . . • ,.v .,v If- V• ' ••• t • 7T • •..If .*. X- •2 ••-i" 1 ?. 0 0 6 _ 10 'J• S -.yryi-fy a .y -.Wy "• 1 ^ 5 0 0 0 'is'""''""""" 0 0 o '0 .... ,•••• •7 ' ' 2 1 8^; ''••4 19 5 Frankfort .:.-,;7vv7.-t7:77'777 7.7v.;:;'t' 8 Chicago 2 47 Totals* • t'ft •»ft'. • ft,'ft. ftft ft ft • • 137 Totals All Departments t 't,.t .t 4'. y'Total Registered/ means the number of ^'jft^ist^d on the,i|gach"'rn^^ •• 0 0 23 I m 6 0 ," 0 0 JPWARP OEPARTMEr^ 7 Alpena .. Buffalo . Cleveland Of 3^^ 0 0 4 0 ^ '0. t'-V" •'.i • 't,t -filKgi ENOiNEDEP/^TMENl -j; Chicago , .......... . t... .... /. 7 Totals •v"; .7-v.#;- ....... 4 •, t 2 0 3 0 19 .j:; Alpena Buffalo ......... Cleveland ...... .. Detroit ...... Duluth •"•f- a Frankfort .... .7 Detroit Duluth . • 3 0 /jte Alpena Buffald1.',-" aa Cleveiapd Detroit .it Duluth Frankfort Chicago Totals •- 8 6 • 6 :7> 11 „^7 •.5 ^7:' 'V 4 4 44 ''} *•.* '-O.'O-.-O, : 0 0 2 0 0 0 2 4 21 5 1 0 51 65 0 0 0 0 0 o 0 0 . 7: 12 21 5 2 63 5 0 0 10 3 2 1 21 X 6 0 2 8 2 G 0 18 • 0 0 2 0 0 .. •• wm -x.,- 150 88 12 77 actually registered for shipping at the port last month. of imen registered af the port at the end of last month. B m 0 1 fL 13 24 0 0 0 0 0 2 0 2"7. 26 3 1 20 10 4 17 12 8 51 4 3 53 2 3 17 2 1 1 35 29 135 94 42 219 30/LOG/July 1977 f 0 I 1 , �Two Old Battlers Remember Snug Harbor and Its Founder It was once a place where old, home­ less seamen could go and live in com­ fort with other men who had shared the trials and good times of long careers as merchant seamen. The place is Sailor's Snug Harbor, located on the picturesque rolling hills of the Kill Van Kull on Staten Island, in full view of New York City's sprawl­ ing harbor. But today it houses only memories, as New York City prepares to turn it into a cultural center. All but a few of the old "Snuggies" have been moved to the Harbor's new facility in Sea Level, N.C., a move that many of the residents did not want, but a move that they were powerless to stop. Two of these old battlers, though, fought the system and won. When every one else was moved from the Staten Island grounds to Sea Level, these two men refused to go. They wanted to stay in New York near their friends, so they fought it out in the courts for an equit­ able settlement. They won their settlement late last MEMBERSHIP MEETINGS' SCHEDULE Port i >y Date New York Philadelphia .... Baltimore Norfolk Jacksonville .... Detroit .... Houston . ... New Orleans . . . . . . . Mobile San Francisco . . Wilmington .... .. .. Seattle Piney Point .... San Juan Columbus Chicago ... . Port Arthur Buffalo . .. , St. Louis Cleveland Jersey City Deep Lakes, Inland Waters Randall, himself, would have enjoyed knowing. Capt. Bugel as a young seaman and a member of the SUP, remembers well conversations he had with Andrew Furuseth, the father of the American seamen's labor movement. And Anthony Pujol sailed on the famous Liberty ship, the Marcus Daly, in World War II, one of only a score or so of merchant ships that have been granted the title "Gallant Ship" of the U.S. merchant marine. From time to time, the two old sailors pass- by the Log office to say hello, and treat us to some of the best sea stories ever told. We wish them, and all the other "Snuggies" down in Sea Level, good sailing for the coming year. UIW 7 :00 p.m. 7 :00 p.m. :00 p.m. :00 p.m. 2:30 p.m 2:30 p.m Aug. 12 Aug. 15 Aug. 16 year, and now live in a pretty apartment complex not far from the old Snug Har­ bor itself. The two men. Captain Joha.^Bugel and Anthony Pujol, will never forget their old home, and last month on Memorial Day, they got together some friends, returned to the Harbor, and carried out an annual tradition. They placed a wreath, and said a prayer over the grave of Capt. Robert Richard Randall, who founded the home for "aged, decrepit and worn out seamen" in 1831. The wreath ceremony was a simple task, but one these men will faithfully try to carry out each year at this time. The two men, themselves, are quite a couple of characters, who Captain 2:30 p.m. 7:00 p.m. Aug. 26 Aug. Aug. Aug. Aug. Aug. 11 20 16 16 17 1:00 p.m. Anthony Pujol lays a wreath over the grave of Snug Harbor founder Capt. Robert Richard Randall, as former "Snuggies", Capt. John Bugel, center, and Lars Enberg join in the simple ceremony. The old sailors performed the annual ceremony appropriately on Memorial Day. Aug. 15 KNOW YOUR RIGHTS KNOW YOUR RIGHTS FINANCIAL REPORTS. The constitution of the SlU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. Ail trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund finaneial records are avuilable at the hcadqu.irlcrs of the various trust funds. SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls, if you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certitieil mail, return re­ ceipt requested. The proper address for this is: Frank Drozak, Chainiiati, Seafarers Appeals Luard 275 - 20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts .specify the wages and conditions under which you work and live aboard ship. Know your contract rights, as well as your obliga­ tions, such as filing for OT on the proper sheets and ,in the proper manner. 11, at any time, any SIU paliolnian or other Union ofiicial, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY — SEAFARERS LOG. The Log.h.as traditionally reftained from publishing any ar­ ticle serving the political purposes of any individual in the Union, oHicer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membciship. This established policy has been reallirmed by membership action at the .September, 1960. meetings in all constitutional ports. I he responsibility for Log policy is vested in an editorial board which consists of the Executive Board ot the Union, i he Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any ollicial capacity,in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given such receipt, in the event anyone at­ tempts to require any such payment be made without sup­ plying a receipt, or if a member is required to make a payment and is given an ollicial receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize them.selves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so alfected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights arc clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no .Seafarer may be liisciiminated against because of race, creed, color, sex and na­ tional or geographic t>rigin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLIT ICAL ACTTVIT Y DONAT ION —SPAD. SPAD is a separate segregated lund. Its pro­ ceeds an? used to further its objects and purposes includ­ ing but not limited to furthering the political, social and economic interests of .Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are vol­ untary. No contribution may be solicited or received because of force, job discrimination, linancial reprisal, or threat of such conduct, or as a condition of membership in the Union or of employment. If a contn'bution is made by-reason of the above improper conduct, notify the Sea­ farers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. .Support SPAD to protect an-l further your eeonomic, political and social interests. American trade union concepts and Seafarer seamen. If at any lime a Seafarer feels that .any of the above rights have been violated, or tbat Tie bas been denied his constitutional right of accc.s.s to Union records or infor- • Illation, he should iminediatcly notify SIU President Hall at headquarters by certified mail, return receipt requested. July 1977 / LOG / 31 . �1 LIU- On the job in the shop More than a half million crafts­ men, highly skilled in building and construction, proudly bear the title of member in the LA­ BORERS' tNTERNATIONAL UNION OF NORTH AMERICA. The term "laborer" is a very general one, used to describe workers who perform a variety of tasks ranging from general con­ struction workers to compressed air workers, who are among the most skilled in the construction industry. The public can be assured that when they use a project con­ structed by union Laborers, it has been built by skilled workers. The Laborers' Unioti emphasizes train­ ing and education to keep mem­ bers abreast of rapid technological developments. The Laborers' International Un­ ion (LIU) was founded in April 1903 when 25 delegates met in Washington, D.C. They formed the International Hod Carriers' and Building Laborers' Union of America. The Union's present name was adopted in 1965. The charter delegates at that historic meeting represented 8,000 members of locals in 17 cities. Today, the LIU has more than 650,000 members, including more than 100,000 public sector em­ ployees, in some 900 locals in the U.S. and Canada. The Union Label and Shop Card of the LIU were developed and used for the first time in 1968. Recognizing the Union's growth and increased organizing efforts In the building materials and re­ lated fields, the Union's leader­ ship devised the label and card to signify the quality work done by LIU members. Trade union members and their families can be assured that the LIU Union Label and Shop Card stand not only for decent wages a UNION LABEL feature UNION UIOIIEIS- INTCKNATIONAl UWON Of NORTH AMESKA, AFl-OO-CLC !>.. ,• t*« •< rw aimMfirtoMiw wtrea 9t moiH »m*KA and benefits to Laborers, but also for excellence in craftsmanship uS well. Members of LIU adhere to the principle that by patronizing un­ ion shops and buying union goods they are helping to make their own jobs more secure and strengthening their own standards of living. Zhought Me Was Jly'm' Migk at—MPMZ If you smoke pot or hashish or use any kind of drugs at all on ship or ashore, you might be interested in the following unusual story. It's true, no kidding. This guy, his name was Tom, went to a party this particular Saturday night, and between him and about five or six of his friends, smoked a couple of good sized pipes of hashish. In his own words, he "was smashed." The party broke up at about 3 o'clock in the morr'.ng, so Tom figured he'd call it a night and head home. As he stumbled down the block humming a tune, all he could think about was sink­ ing his oversized cranium into the soft pillow on his bed. He fumbled around a bit looking for his car keys and then took a minute or two trying to find the keyhole in the car door. He finally got the door opened, positioned himself in the driver's seat, started it up and turned the radio on. He let the car warm up for awhile as he listened to the music. He then turned the wheel and stepped on the gas but the car just whined a bit and wouldn't move. He went into a minor panic because he knew absolutely noth­ ing about cars. But he glanced at the steering ctdumn and noticed the car 32/LOG / Jui/1977 jariB'.-fff • As one of the policemen walked over was still in neutral. Crisis over. ' turned up his grass and hashish. to the car, Tom tried to calm himself He eased away from the curb and down. He figured that the best tact drove a few blocks to the entrance of In the long run, Tom got off pretty would be to remain as cool as possible, the Grand Central Parkway in Queens, easy, though. He was convicted of pos­ answer all questions politely, admit that N.Y. He had already gotten one speed­ session of small amounts of grass and he was speeding and simply accept the ing ticket on this exact same road the was given a fine. And the traffic judge ticket without an argument. previous month, so he promised him suspended his license for one year, The cop, a man of about 50 or so, self to be extra careful this night for along with slapping him with a fine. bent down a bit and asked Tom how he two reasons: first, he was flying high All in all, things worked out okay for and was afraid of killing himself; sec­ was feeling. Tom nervously answered Tom. But if he had been a merchant that he felt fine. ond, he had half an ounce of grass and seaman, his trouble would just have a small chunk of hashish on him, and The cop then asked him if he thought started. he deserved a ticket. Tom immediaieiy he was in no shape to face the law if he You see, any drug conviction of any expressed his sorrow for speeding and got stopped. kind is a sentence of life for a merchant So as he drove along the parkway, told the cop, yes, he did deserve a ticket. seaman. That is, the Coast Guard, by he stayed exclusively in the far right The policeman, looking a little bit no means as lenient as some local au­ lane letting the faster traffic pass him shocked, then asked Tom how fast he thorities when it comes to drugs, will on the left. thought he was going. Tom didn't really revoke your seaman's papers fur life, Flashing Lights know for surt. but since the speed limit and that means the end of your career Everything seemed to be going fine as was 50 mph, he said he thought he was at sea. he cruised along listening to the music. doing about 60 or 65. . But sure enough, he was on the highway The cop, looking more shocked than No matter what anyone says about no more than five minutes when he no­ ever, opened Tom's door and politely pot, however, there are some people ticed the flashing lights of a police car said, ''Son, would you mind stepping who will smoke it anytime, anywhere. alongside him to the left. The cop in out of the car." If you're one of those people, at least the passenger seat was motioning him In a deep panic now, Tom blurted have the courtesy not to smoke while to pull over to the shoulder. out, "Why, what seems to be the matter on duty, for your own good and the Tom obeyed promptly, but as he oflicer?" The cop said simply, "Son, you good of the entire crew. There are pulled over he went into a mild para­ were doing four," enough dangers involved with working noid panic. What was he going to say? Tom was arrested for driving while at sea. So don t make the situation How was he going to face these cops in under the influence of drugs, and was worse for anyone by trying to work his condition? .bookP-d f'or.,.po.s.sessioa jafxer -a-search - -while flyrng alongside the ffying bridge." �Stanton A. Jones, 43, died of lung can­ cer in the New Or­ leans USPHS Hospi­ tal on May 27. Brother Jones \ joined the SIU in the port of Baltimore in ^ 1958 sailing as an oiler. He was a graduate of the Andrew Furuseth Training School, Brooklyn, N.Y. that year. Seafarer Jones was born in French Harbour, Honduras and was a resident of New Orleans. Interment was in the St. Vincent de Paul Mauso­ leum, New Orleans. Surviving are his widow, Melva; a son, Stanley; two daughters, Selma and Carol and his parents, Mr. and Mrs. Archie Jones of French Harbour. Walter R. Kristianseii, 66, died of nat­ ural causes in a Hong Kong hospital on Apr. 4. Brother Kristiansen joined the SIU in the port of Seattle in 1961 sail­ ing as an AB. He sailed 44 years. Seafarer Kristiansen was born in Oslo, Norway, was a U.S. naturali2;ed citizen and was a resident of Yokohama, Japan. Cremation took place in Hong Kong. Burial was in the Foreign General Cemetery, Yokohama. Surviving are his widow, Chiyoko; his mother, Mrs. Mathilde J. Becklund, and a sister, Mrs. Edel Grav, both of Tonsberg, Norway. Pensioner Andrew Lewis, 55, died of a heart attack in the San Francisco USPHS Hospital on Apr. 30. Brother Lewis joined the SIU in the port of New York in 1954 sailing as a chief cook for Seatrain. Seafarer Lewis sailed 22 years. He walked the picketline in the 1961 Greater N.Y. Harbor strike and the 1962 Robin Line beef. Born in Ouccn City, Tex., he was a resident of Berkeley, Calif. Burial was in the Skyview Memorial Lawn Ceme­ tery, Berkley. Surviving are his widow, Mary; two sons, Benjamin and Melvin; eight daughters, Rosemary, Gallene, Ethel, Maxine, Jessica, Gwyn, Monica and Cozy; his parents. Emmet and Alberta Lewis of Berkeley; a brother, Willard, also of Berkeley and a sister, Ethel of Bowie, Tex. William E. "Bill" Oduni, 64, died on May 23. Brother Odum joined the SIU in the port of Norfolk in 1954 sailing as a fireman- watcrtender. He sailed 37 years. Seafarer Odum was a veteran of the U.S. Marine Cdrps in World War II. A native of North Caro­ lina, he was a resident of Houston. Sur­ viving are his widow, Tessie; a daugh­ ter, Louise; a stepson, James Earl Toole and two sisters, Mrs. June L. Channell and Ella Sue, both of Houston. Pensioner Harold H. Hollingsworfh, 65, died on May 21. Brother Hollingsworth joined the SIU in the port of Mobile in 1960 sailing as a cook. He sailed for 21 years and was a veteran of the U.S. Army in World War II. A native of Lake Charles, La., he was a resident there. Surviving are his mother, Maria of Elton, La. and a sis­ ter, Mr. Claude E. Donahue of Lake Charles. Pensioner Edwin W. Bartol Jr., 59, died of pulmonary disease on Mar. 22. Brother Bartol joined the SIU in the port of Baltimore in 1951 sailing as a firemanwatertender and QEMD. He sailed for 26 years and was an HLSS upgrader in 1968. Sea­ farer Bartol was a veteran of the U.S. Army in World War II. Born in Balti­ more, he was a resident of Hanover, Pa. Surviving are his parents, Mr. and Mrs. Edwin and Katherine Bartol Sr. of Reisterstown, Md.; a brother, Raleigh, also of Reisterstown and two sisters, Mrs. Everett Treadway of Baltimore and Mrs. Ann Utz of Reisterstown. ^ Pensioner Thomas W. Brightful, 53* died of a heart attack in the Baltimore Cancer Research Center on Mar. 30. He joined the SIU in 1948 in the port of Baltimore sailing as a cook. He sailed 29 years. Seafarer Brightful was a veteran of the U.S. Army's Chemical Warfare Service in World War II. A native of Baltimore, he was a resident there. Burial whs in Crest Lawn Cemetery, Baltimore. Sur­ viving are his widow, Nathalia and his parents, Oden and Beatrice Brightful of Baltimore. Pensioner Jarred G. Morton, 68, died in the Tampa (Fla.) Veterans Administration Hospital on June 1. Brother Morton joined the Union in the port of Duluth in 1955 sailing as an oiler for the Kinsman Marine Transit Co. He sailed for 25 years. He was a veteran of the U.S. Navy in World War II. Born in West Virginia, he was a resi­ dent of Orlando, Fla. Surviving are three daughters, Mrs. Christian Morris of Kissimmee, Fla.; Jeannine, and Mrs. R. W. Nelson, both of Baker, La. Pensioner Leon J. Gordon, 66, died of a cerebral thrombosis I in the Touro Infirm­ ary, New Orleans on May 21. Brother Gordon joined the i SIU in 1946 in the port of New Orleans sailing as a chief steward. He sailed for 19 years. A native of Tunica, La., he was a resident of New Orleans. Inter­ ment was in Providence Park Cemetery, Metairie, La. Surviving are his parents, Mr. and Mrs. John and Mahalia Gor­ don and two cousins, Charlene C. Tusan of Silver Spring, Md. and Cecelia Tusan of New Orleans. Eugene H. Hennagir, 56, died of lung W W failure in the New to Orleans USPHS Hos" . pital on Apr. 13. Brother Hennagir joined the SIU in the port of New Orleans in 1965 sailing as a chief electrician. He sailed 40 years. Seafarer Hennagir was a veteran of the U.S. Air Forces in World War II. Born in Roosevelt, Minn., he was a resident of Metairie, La. Interment was in the Lake Lawn Park Mausoleum, New Or­ leans. Surviving are his widow, Pamela; a son, David; a daughter, Ellen Sue and his parents, Mr. and Mrs. Lloyd and Grace Hennagir. Parks D. Dampson, 52, died on June 21. Brother Dampson joined the SIU in the port of Tampa in 1957 sailing as a fireman-watertender for Ogden Marine. He was a veteran of the U.S. Navy in World War II. Born in Greenville, S.C., he was a resident of Gibsonton, Fla. Surviving are his widow, Joyce; his mother, Juanita of Tampa; a brother, Troy and a sister, Katherine. Pensioner Patrick H. Cargol, 65, died of a heart attack in the Jo Ellen Memorial Hospital, New Orleans on May 1. Brother Cargol joined the Union in the port of New Orleans in 1961 sailing as an engineer for Dixie Carriers, for Coyle Lines from 1938 to 1973 and for the Combine Coal Co. from 1928 to 1938. He was born in Point Pleasant, La. and was a resident of Gretna, La. Burial was in Westlawn Memorial Park Cemetery, Gretna. Sur­ viving is his sister, Mrs. J. W. (lone) C. Fist of Gretna. Ahmed Abdo, 50, . died on Mar. 4. Brother Abdo joined the SIU in the port of New York in 1961 sailing as a wiper. He was born in Aden, Yemen and was a ^ m resident of Brooklyn, N.Y. Seafarer Abdo was a former mem­ ber of the SUP. Surviving is a brother, Ali Mohmcd Abdo of Dearborn, Mich. Jack K. Adams Jr., 33, drowned in the Mississippi River near the port of New Orleans on June 20. Brother Adams joined the Union in the port of Houston this year sailing as a deckhand for the Inland Tugs Co. from 1975 to 1976 and for the American Commer­ cial Barge Lines Canal Division from 1976 to 1977. He sailed nine years. Boatman Adams was a veteran of the U.S. Army during the Vietnam War. Born in McComb, Miss., he was a resi­ dent of Summit, Miss. Surviving is his mother, Mrs. Virginia Travis of Plaqumine. La. Willard L. Moore, 34, drowned off an American Commercial Barge Lines' barge near the port of Mobile on June 17. Brother Moore joined the Union in the port of St. Louis in 1973 sailing as a deckhand for Inland Tugs from 1972 to 1976 and for ACBL this year. He was born in Cleveland, Ohio and was a resident of Fort Myers, Fla. Surviving are his widow, Mary; his mother, Mrs. Kenneth Stickle of Canton, Ohio; a stepson, Ray L. Webb and two step­ daughters, Mrs. Ethel V. Turpin and Lavonda K. Webb. Antonio Gonzalez, 49, died of in­ juries on May 21 in the Arthur C. Logan Memorial Hospital, New York City, after he was hit by a car. Brother Gonzalez joined the SIU in the port of San Francisco in 1976 sailing as a wi­ per. He was born in Puerto Rico and was a resident of Olongapo City, P.I. Burial was in Rose Hills Cemetery, Peekskill, N.Y. Surviving are his wid­ ow, Erlinda; a daughter, Virginia; his parents, Mr. and Mrs. Pelayo and Fermina Gonzalez and a sister, Irma of New York City. Pensioner Thoma.s D. Harry, 74, died of pneumonia in Charity Hospital, New Orleans on Apr. 1. Brother Harry joined the Union in the port of New Orleans in 1956 sailing as a cook for the Crescent Towing and Salvage Co. from 1948 to 1964 and for the Graham Transportation Co. in 1963. He was born in Philcomel, Ala. and was a resi­ dent of Gretna, La. Interment was in the McDonegh Cemetery, Ne\v Or­ leans. Surviving are his widow, Ora and a daughter, Jacqueline. Pensioner William Minkler, 71, passed away on May 6. Brother Minkler joined the Union in the port of New York in 1960 sailing as a deckhand for the N.Y. Central Railroad from 1925 to 1964. He was a veteran of the U.S. Air Forces in World War 11. A native of Weehawken, N.J., he was a resident of -Edgew-ater, N.J. - Surviving is - bis widow, Katherine. Seventy-one ce remains in this^^^i ci^ bdlance of ji^yuients tMtd to tbe nation's ^ci Use U.,S.-flaf.shipS(TPs can shipper,pit; vessels!' to the national July 1977/tCX3/ 33 �Jail a Nightmdre for Yanks Busted Abroad for Drugs Every year, hundreds of American kids go abroad hoping to make an easy score by buying drugs at bargain base­ ment prices and smuggling them back into the U.S. for big profits on resale. Some of them make it, and no doubt some of them get rich. But when you think of the alternative—rotting away in a foreign prison in sub-human con­ ditions—you have to wonder if the potential monetary rewards of drug smuggling is worth the risk and possible consequences. Right now, the State Department says there are 2,200 Americans in jail abroad, and most of them are there on drug charges. Not all of the incarcerated Ameri­ cans are drug smugglers, either. Some are simply naive tourists unlucky enough to have been caught with a little pot on their persons. Whether you are a millionaire smug­ gler or just some poor joe who happens to get caught smoking a joint abroad, the odds are you're not going to get a fair trial, that's if you get a trial at all. If you have a lot of money for bribery, you might beat the rap. But if you're like most Americans who get caught abroad on drug charges, chances are you will be spending a long, long time in primitive jail conditions re­ miniscent of Papillon's Devil's Island. A Colombian Prison This is a story of one of those prisons —La Picota in Bogota, Columbia—as recently told by A. Craig Copetas, a reporter for the New York Daily News. Copetas visited the prison, where 1,900 Colombian and 20 Americans are in­ carcerated, during Roslyn Carter's good will tour of Latin and South America earlier this month. As Copetas approached the front gate of LaPicota's 20-foot high white­ washed walls, the first thing he saw was a pair of guards carrying the body of a young American prisoner who had just been stabbed by a thug. "We've had 10 stabbings in the past nine months and I don't know how many deaths," an American prisoner named Stefan told the reporter. Stefan, like most Americans at La Picota, has black holes in his teeth from malnu­ trition and lack of dental care. Stefan, who was busted 22 montbs ago for allegedly carrying cocaine through Colombia, has not even seen a judge yet. He laments, "we have to exist somehow. 1 rise at five-thirty, take a cold shower if lucky, drink and eat crap, dodge thieves, killers and rapists, ask the guard when the court will hear my case, and go to bed with one eye open." Another American prisoner named Kenny, 28, who had been first mate on a sloop out of Key West, Fla. told the reporter, "I don't know when I'm going to get out of here." The young seaman who after two years at La Picota is bald and nearly toothless, said bitterly, "I've been hear­ ing all this talk about human rights from President Carter. Well I ask him, what about us?" Yet another American prisoner, named Michael, who was busted for dealing cocaine in Bogata IVz years ago, cautions "when you're dealing with the Colombian guards you have to be very careful not to rub them the wrong way. All it takes is one bad deal and you're in the Calaboso (a 6 by 7 foot pit filled with human excrement)." Michael, who was forced to spend a week in the calaboso for being drunk on Christmas Day, said "that's where they throw you if they don't like your face." $100 a Month The American prisoners also told the reporter that it costs an American at least $100 a month to survive inside La Picota. If a prisoner can't get the money up from friends and relatives back home, he is incarcerated in an 8 by 4 foot cubicle with as many as five other prisoners. They are fed polluted sugar water, rotten corn and pasty bread. American officials in Bogata say they are powerless to do anything for the unfortunate American prisoners except to provide them with a list of local attorneys who will take on their cases. One Embassy official told the re­ porter, "I wish we could do more for them but we can't." Of course. La Picota's American prisoners feel that the American Em­ bassy isn't doing enough. One prisoner told of an incident that happened on Oct. 17, 1976, when a mentally dis­ turbed American inmate committed suicide. Complain About Smell The prisoner recalls, "the guards put his body in a pine box and phoned the American Embassy to pick up the cof­ fin. The damn Embassy didn't come for Ruppe Presses Coast Guard fa Consult Unions on Manning In a letter to Coast Guard comman­ dant, Adm. Owen W. Siler, Rep. Philip E. Ruppe (R-Mich.) ranking minor­ ity member of the House Committee on Merchant Marine and Fisheries, strongly urged the Coast Guard ". . . to adopt fair, balanced, objective proce­ dures that will insure that maritime labor representatives are consulted as the serviee develops appropriate man­ ning standards on U.S. merchant ves­ sels. "If the Coast Guard does not act ad­ ministratively in this area, I will recom­ mend that the Congress take remedial action," Ruppe concluded. In the letter, which immediately fol­ lowed a June 23 marine safety hearing of the House Subcommittee on the Coast Guard and Navigation where SIU Executive Vice President Frank Drozak testified, Ruppe wrote "... I am deeply concerned about the blatant, onesided behavior of the Coast Guard to favor vessel operators at the expense of merchant seamen. "The Coast Guard consults vessel owners but not the unions in set­ ting manning standards," the northern Michigan Congressman asserted. Ruppe's letter referred to Coast Continued from Page 3 portation costs would amount to "less than one tenth of a cent a gallon." This same report also stressed the im- Shipping Report for Inland Wa FOR THE MONTH OF JUNE 1977 • TOTAL JQBSPHIPPED k .. Relief Jobs Class A Class B Class C Class A Class B Class C BALTIMORE o.-. • 0 0 2 0 0 BOSTON 0/ 0 0 -O0 HOUSTON •7 - 1 0 0 - 0 JACKSONVILLE v.'-...,. :, :• 0 '/• ••• 1 0 0 0 ••0 NEW YORK . ' 0 0 0 0 MOBILE 0 147 30 0 NORFOLK •VvV. : "0 . 0 0 32 0 0 1:."^4 NEW ORLEANS . . ..^ 0 9 0 0 0 PADUCAH ..... 4 10 3 48 PHILADELPHIA . 0 0 0 71 17 0 PINEY POINT 0 .. - 0 •••• 0 0 0 0 PORT ARTHUR ; . . . . . 0 10 22 0 0 0 PUERTO RICO -v-V 0 0 16 ... .. 0 0 0 0 RIVER ROUGE 0 0 0 0 ..... 29 0 ST. LOUIS ....... 0 0 26 •- : ..... 17 .0 TAMPA ............. . . 0 0 Q. • •; TOTAL ALL PORTS . 8 \ 34/LOG / July 1977 97 J 255 50 Guard policy which "shuts out input from representatives of merchant sea­ men in the establishing of manning levels." The Congressman cited a current Coast Guard circular which says in part that ". . . owner must explain how his proposed manning complement can perform each operational task required by the vessel's mission with safety to vessel and crew and remain within the requirements of the law." Ruppe said "the charge that I find most serious" was SIU testimony that "Instead of regularly consulting, in­ forming and working with all parties affected by its actions, inactions and policies, the Coast Guard has generally rejected our offers of cooperation and chosen to act in a manner which seri­ ously threatens the safety of life and property at sea." In another maritime area Rep. Ruppe announced that he backed President Carter's support of a bill which would allow the U.S. merchant marine to carry, in five years, 9Vi percent of American oil imports. The U.S. tanker fleet would carry AV2 percent of the market the first year the law goes into effect. Oil Cargo Preference Jy Permanent Jobs the body until Nov. 21. And then only after prison officials began to complain about the smell." As the Daily News reporter left La Picota after three hours inside the dank prison walls, he passed by the body of the stabbed American he had seen car­ ried out hours before. The body was still lying in the ffatbed truck. The reporter asked a Colombian guard why the body had not been moved. According to Copetas, the guard "shrugged his shoulders and lit a cigarette." 'AS-/-.; 0 6 . 0 4.0. portance of having a U.S. tanker fleet "that can be called upon in the interest of security in possible national emer­ gencies." Years of Work When the Carter-supported bill fi­ nally does get passed into law, it will mark the culmination of years of fight­ ing by the SIU to win oil cargo prefer­ ence for U.S. ships. In 1974, the SIU, supported by this membership's contributions to SPAD, succeeded in getting the Energy Trans­ portation Security Act as far as Presi­ dent Ford's desk. However, the bill, which would have required 30 percent of America's oil imports to be carried in U.S. ships, was pocket-vetoed. A similar bill was narrowly defeated in the Senate in 1972. The present bill, requiring 9.5 percent cargo preference, is considerably less than the 30 percent the SIU has been working to achieve. Yet is is still nearly three times more than the U.S, fleef is presently carrying. In addition, the increased oil import cargoes, coupled with the opening of the Alaska Pipeline, should be adequate to keep .the. entire U.S. tanker fleet eii> ployed, as well as spurring the con­ struction of a considerable number of new U.S.-flag tankers. �Antonio "Pancho Villa" Alfonso, 69, joined the SIU in the port of New York in 1960 sailing as a chief steward. Brother Alfonso, also a building contractor, was born in Cuba (is a naturalized U.S. citizen) and is a resident of Miami Beach, Fla. Martin W. Badger, 65, joined the SIU in 1947 in the port of Boston sailing as a chief steward. Brother Badger attended an SIU Crews Con­ ference at the HLSS in Piney Point, Md. in 1975. He is a veteran of the U.S. Air Forces in World War II. A native of Boston, he is a resident of Lynwood, Wash. Recertified Bosun Steve Bergeria, 55, joined the SIU in 1941 in the port of Philadelphia sailing in the deck department. Brother Bergeria graduated from the Bosun Recertification Program in May 1975. He was on the picketline in the 1962 Robin Line beef. Seafarer Bergeria attended the first SIU's Crews Con­ ference in 1971 and two Piney Point Educational Conferences. Born in Philadelphia, he is a resident there. Claude R. Bosher, 51, joined the SIU in 1947 in the port of New York sailing as a cook. Brother Bosher won an SIU Personal Safety award in 1960 for sailing aboard an acci­ dent-free ship, the 55 Robin Locksley (Robin Line). He is a post World War II veteran of the U.S. Army. Seafarer Bosher was born in Hampton, Va. and is a resident of New Orleans. Robert A. Butler, 55, joined the SIU in 1947 in the port of New Orleans sailing as an AB. Brother Butler sailed 32 years and is a vet­ eran of the U.S. Coast Guard in World War II. Seafarer Butler was born in Paragould, Ark. and is a resident of New Orleans. Nicholas B. Cabahug, 66, joined the SIU in 1946 in the port of Nor­ folk sailing in the steward depart­ ment for 35 years. He was born in Bogo, Cebu, P.I. and is a resident of Rockaway Beach, Brooklyn, N.Y. Louis J. Cayton, 55, joined the SIU in 1949 in the port of Mobile sailing as a chief steward. Brother Cayton sailed 32 years. He is a vet­ eran of the U.S. Army in World War II. Seafarer Cayton was a member of the Marine Allied Workers at the Waterman Repair Yards in 1953. A native of Mobile, he is a resident there. Walter R. Colley Jr., 54, joined the SIU in 1949 in the port of Nor­ folk sailing as an AB and ship dele­ gate. Brother Colley is a veteran of the U.S. Army in World War II. He was born in Haysi, Va. and is a resi­ dent of Carriere, Miss. Freddie G. Davocal, 64, joined the SIU in the port of Seattle in 1959 sailing as a chief cook. Brother Dav­ ocal sailed 30 years. He was born in the Philippines and is a resident of Seattle. Ralph Fitzpatrlck, 63, joined the SIU in the port of San Francisco in 1954 sailing as a chief- steward. Brother Fitzpatrick sailed 26 years and is a veteran of the U.S. Army in World War II. He was born in Cov­ ington, Va. and is a resident of San Mateo, Calif. i Victor Egel, 63, joined the SIU in 1949 in the port of Norfolk sailing as an OS. Brother Egel worked for a brief time as a Union organizer. He was born in Estonia, and is a resident of San Pedro, Calif. Anthony J. Menkavitch, 63, joined the Union in 1939 in the port of Detroit sailing as a wheelsman. Brother Menkavitch was on the pick­ etline in the Hanna Boats-MEBA strike in Duluth, Minn, and helped to organize the McCarthy Boats in the Steinbrenner fleet. He sailed the shuttle between Korea and Japan during the Korean War. Born in Torrington. Conn., he is a resident of Edwardsville, Pa. Lewis E. Hartley, 59, joined the SIU in the port of Mobile in 1955 sailing as a fireman-watertender. Brother Hartley sailed 31 years and is a veteran of the U.S. Army's Corps of Engineers in World War II. He was born in Wilmer, Ala. and is a resident of Mobile. Thomas J. Argue, 65, joined the Union in the port of Elbcrta, Mich, in 1953 sailing as an OS. Brother Argue was born in Michigan and is a resident of Frankfort, Mich. Marcio Hidalgo, 73, joined the SIU in the port of Seattle in 1957 sailing as a cook. Brother Hidalgo sailed 28 years and during the Viet­ nam War. He was born in the Phil­ ippine Islands, is a naturalized U.S. citizen and is a resident of Seattle. Kazniir Lynch, 58, joined the SIU in the port of Boston in 1960 sailing as a chief steward. Brother Lynch sailed 26 years. He is a veteran of the U.S. Army in World War 11. Born in Detroit, he is a resident of San Francisco. Joseph F. Malyszko, 51, joined the SIU in 1948 in the port of Balti­ more sailing as a bosun. Brother Malyszko is a veteran of the U.S. Air Forces in World War 11. He was born in Chicago, 111. and is a resident of Seattle. Victor M. Perez, 48, joined the SIU in the port of New York in 1957 sailing as a chief steward. Brother Perez sailed 32 years and was on the picketline in both the 1961 Greater N.Y. Harbor strike and the 1962 Robin Line beef. He is a veteran of the U.S. Army after World War 11. Seafarer Perez was born in Salina, P.R. and is a resident of Catano, P.R. Edward A. Scvserko, 50, joined the SIU in tiie port of Philadelphia in 1951 sailing as an OS. Brother Seserko sailed 26 years. He is a U.S. Army veteran of World War II. He was born in Philadelphia and is a resident there. Recertified Bosun Verlis C. Smith, 65, joined the SIU in 1942 in the port of Baltimore sailing for 36 years. Brother Smith also sailed as a 3rd mate. He was a ship's delegate and graduated from the SIU's Bosun Recertification Program in August 1975. Seafarer Smith was born in Heflin, Ala. and is a resident of Tampa. Franciszck Szwestka, 63, joined the SIU in 1945 in the port of Balti­ more sailing as a fireman-water­ tender. Brother Szwestka sailed 39 years and received a 1960 Union Personal Safety award for sailing aboard an accident-free ship, the 55 Frances. He was on the picketline in the 1961 N.Y. Harbor strike and 1965 District Council No. 37 beef. Seafarer Szwestka was born in Rus­ sia and is a resident of Nesconset, N.Y. John F. Scanlon, 65, joined the Union in the port of Buffalo in 1961 sailing as a deckhand and oiler for Merritt, Chapman and Scott from 1959 to 1976 and for the Great Lakes Dredge and Dock Co. from 1957 to 1959. Brother Scanlon has been a union member since 1940. He was born in Buffalo and is a resident there. L* — Howard A. Bloodsworth, 69, joined the Union in the port of Balti­ more in 1964 sailing as a tug engi­ neer for the Curtis Bay Towing Co. from 1964 to 1977 and for the East­ ern Transportation Co. from 1937 to 1964. Brother Bloodsworth was born in Mt. Vernon, Md. and is a resident of Baltimore. Arthur J. Martini, 62, joined the Union in the port of New York in 1962 sailing as a ferry bridgeman and deckhand on the tug Brooklyn (N.Y. Tug Co.) from 1967 to 1971. Brother Martini also worked for the Erie-Lackawana Railroad at Bush Terminal, Brooklyn, N.Y. from 1951 to 1966. He is a resident of Brooklyn. Edward F. Simms, 61, joined the Union in the port of New York in 1963 sailing as a mate for the ErieLackawana Railroad from 1935 to this year. Brother Simms was a griev­ ance chairman in the company's Ma­ rine Division in 1967. Boatman Simms is a veteran of World War II. He was born in Jersey City, N.J. and is a resident of Mahwah, N.J. Alvin E. Tingle Jr., 62, joined the Union in the port of Norfolk in 1961 sailing as a chief engineer for the Wood Towing Co. and the Curtis Bay Towing Co. from 1947 to 1977. Brother Tingle was born in Orintal, N.C. and is a resident of Chesapeake, Va. DEPOSIT IN THE SIU BLOOD BANK- July 1977 / LOG / 35 �The Harry Lundeberg School of Seamanship "For a better job today^ and job security tomorrow. 99 21 Get Inland Licenses HLSS Meeting Manpower Needs of Towing Industry In today's towing industry, there exists great opportunities for young Boatmen to advance to the higher pay­ ing, lic(Mised jobs aboard tugs and towhoats. Many SIU Boatmen are taking ad­ vantage of tliese opportunities by par­ ticipating in the Luudel)crg School's various upgrading juograms for SIU inland members. This month alone, 21 SIU Boatmen got Coast Cuard licenses after up­ grading at the School. Thirteen of these Boatmen got their Towhoat Operator's licenses after completing the Lundeberg School's Original Tow­ hoat Operator Course. And the other eight Boatmeni achieved engii»e roon>; licenses after completing the School's Diesel Engineer Program. In addition to these courses, the The 13 Boatmen who completed the Lundeberg School's Original Towboat Operator Course and got their Coast Guard Lundeberg School also offers several licenses for that rating are shown here before class. Seated from the left are: Tom Burke, Richard Finley, Ben Whaley other programs leading to an inland and Mike'Lydick. Standing left to right are: Tom Wilburn, David Domangue, Eddie Hendrix, G. T. Decker, Ronald Grey, license, including Master & Mate, Joe Roberts, William Ricci, Kevin Sousa and R. Theiss. First Class Pilot and Radar Observer. addition to the benefits it provides The School also offers inland upgrad­ ing courses leading to higher unlic­ SIU members, is enabling the Union ensed positions on tugs and towhoats, to meet the manpower needs of to­ including Ahle-Seaman, Tankerman day's and tomorrow's towing industry. and Towhoat Cook. The Lundeberg School offers these The Lundeberg School's overall inland courses on a regular basis. So if program for SIU Inland Boatmen you are interested in higher pay and a more responsible job on one of the is designed so that a young man just SIU's contracted tugs or towhoats, fill entering the industry can upgrade to the lop of his respective department in out an upgrading a]>plication and .send just a few years. it to the HLSS Vocational Educational Department, Piney Point, Md. This higiily successful program, in ABLE SEAMAN FOWT 'I'lii- course of insiruclioii is four weeks in lenglii and leads to the Coast (Aiard en­ dorsement of Able Seaman—12 Months —Any Waters or Able Seaman—Unlim­ ited— Any W aters. Course Requirements: Able Sea­ man 12 Months—Any Waters. You must: • Be 19 years of age The course is four weeks in length and leads jo eiiilorsemeiU as KiremaM, W alerleiider. aiul/or Oiler. Course Requirements: If you have a Wiper endorsement only, you must: • Have 12 months sealime as Ordi­ nary Seaman, OR Be a graduate of HLS at Piney Point and have eight montb.s seatime as Ordinary Seaman • Be able to j)ass the ])rescribed physi­ cal, including eyesi at requirements. Able Seaman Unlimited — Any Waters. You must: • Be 19 years of age • Have 36 months seatime as Ordinary Seaman or 12 Months Able Seaman • Be able to |)ass the prescribed physi­ cal, including eyesight requirements. Starting dates: Aug. 5, Sept. 2, Get. 28.Mnd ISov. 24, 1977. Note: Courses and starting dates are subject to change at any time. Any change will be noted in the LOG. 36/LOG / July 1977 • Be able to pa.ss the privscrihed physi­ cal, including eyesight requinmients • Have six months seatime as W ipcr, OR Be a graduate of HLS at Piney Point and have three months s(>atime as W iper • If you have an engine department rating there are no requirements. Starting date: Sept. 30,1977. LNG/LPG The course of instruction leading to cerlifieatiou .as. LX.G/1.PG crew consists of basic chemistry, tank and ship con­ struction, gasification. relicpiclication procedures, inert gas and nitrogen sysIcnrs, instrumentation, safely and lirefighting, loading, uidoading and Iran.sportlng Li\G/LPG. Course Requirements: Engine The eight Boatmeti to get their inland engine room licenses after completing the Lundeberg School's Diesel Engineer Program are, front row from the left: Harold Moore, Roy Lindley, Jr., Manuel Sampedro and Cosme Ballesteros. Standing from the left are Boatmen Robert Briley, Richard Holmes, Mike Pritchard and Dean Corgey. room personnel must hold QMED —Any Rating. Others, <leek and steward department personnel must hohl a rating in their department. The normal length of the course is four (1) weeks. Starting dale: ISov. 28. Steward Department All Stewar<l Department Courses Lead To Certification Bv HLSS. COOK AND BAKER The course of instruction is six weeks in length and students specialize in the selection and preparation of breakfast foods, breads, desserts, and pastries. Course Requirements: All candi­ dates must have seatime and/or electric arc welding and cutting; and oxyacetylene brazing, welding and cutting. On completion of the course, an HLS Cer­ tificate of Graduation will be awarded. Course Requirements: • Engine department personnel must have 6 months sealime in an engine room rating • Deck and steward department personel must hold a rating in their department. Starting dates: Aug. 4, 18; Sept. I, 15, 29; Oct. 13, 27; ISov. 10, 25, and Dec. 8, 1977. ASSISTANT COOK The course of instruction is six weeks in length and students specialize in the selection and preparation of vegetables and salads. Course Reqiurements; A!! candi­ dates must have 12 months seatime in the steward department, OR three months seatime in the steward department and be a graduate of the HLS entry rating program. Starting dates: Aug. 4, Sept. 15, Oct. 27 and Dec. 8,1977. �Dropped Out of School Twice, She Gets H.S. Diploma at HLS Boatwoman Diana Bandelean dropped out of high school in the 10th gTade, then returned to school and dropped out again when she was a senior. She began her career in the mari­ time industry as a painter for the SeaCoast Salvage Company in Chesa­ peake, Virginia, her home town. She then advanced to deckhand, wiper, or­ dinary seaman, and towboat operator. Sister Bandelean has been a mem- Course Cancellations The Lundebcrg School an­ nounced this month that the follow­ ing courses would be cancelled for the remainder of 1977; Quarter­ master, Automation and Mainte­ nance of Shipboard Refrigeration Systems. The Log will publish new starting dates for these programs as soon as they become available. her of the SIU for one year and has been shipping for five years. She found out about the GED program while she was attending the Vessel Operator Management and Safety Course. Sister Diana has also received her lifeboat and AB ticket at HLS. A friend of Diana's acquired his high school diploma at HLS and was very proud of it. This instilled in Diana the desire for her diploma. She said that she really enjoyed the high school equivalency program at HLS because "there is no pressure on you, hut because of this you want to do your best." Diana stated that, "When I first came to upgrade at HLS, my study habits were poor. With the help of the academic teachers, they are now better. I can learn a lot during the class session, but 1 still need to study. The teachers made everything a lot simpler to leam. I could work at my own pace and I received a lot of help when I needed it." Sister Bandelean would like to rec- ommend the high school equivalency program to all her fellow SIU mem­ bers. "A person would be foolish not to take advantage of the program." She also offers some advice, "Don't be scared that it is" going to show you up. The teachers are there to help and show you the way." 2 IV/n Tankerman katings Boatwoman Diana Bandelean, left, who dropped out of high school twice, is given her high school equivalency diploma by Margaret Nalen, director of the HLS Academic Education Department, after she completed the Lundeberg School's GED program. 18 in FOWT Graduating Class Brothers (I. to r.) James Allan and Ronnie Mason are shown here with their graduation diplomas from the Tankerman Course at the Lundeberg School. Another 18 Seafarers got their FOWT graduation diplomas. They are front (I. to r.) Philip Booher, Steven DInnes, Wllbert Miles, Tom Hartman, Darrell Camp, James Duhadaway, Jose Perez and John Penrose. In the rear row (I. to r.) are Donald Dokulll, Octovlanus Parlama, Mike Geygan, Mike Philips, Worcester Johnson Jr., Brett Principe, Jeff Burke, Spero Moche Jr. and Mike Stewart. Not In the photo Is FOWT grad Chris Benzenberg. July 1977 /LOG/37 �w 1. m' Pedro Sanchez Seafarer Pedro Sanchez, 24, gradu­ ated from the Lundeberg School in 1971 and return­ ed to the school to get his AB ticket in 1975. He also has his Cardiac Life Support Card. Bro­ ther Sanchez uw born in Cayey, Puerto Rico and now lives in Brooklyn, N. Y. He ships out of the port of New York. Brian Doherty Seafarer Brian Doherty, 24, gradu­ ated from the HLS Trainee Program in 1974 and received his Third Cook rat­ ing at the school. He earned his Car­ diac Life Support card during the cur­ rent "A" seniority upgrading program. Brother Doherty is a native and resi­ dent of Detroit but ships out of the port of Houston. mi DEEP SEA 12'A Seniority Upgraders Robert Torgersen Ray Kauffman Steve Fergus Seafarer Robert Torgersen, 23, graduated from the Harry Lundeberg School in 1974. He returned to the school in 1975 to earn his FOWT ticket and just re­ ceived his Cardiac Life Support card. Brother Torgersen was born in Brooklyn and lives there. He ships out of the port of New York. Seafarer Ray Kaufjman, 22, is a graduate of the HLS Trainee Pro­ gram which he completed in 1974. He went back to Piney Point in 1976 to earn his AB rat­ ing and his tankerman's endoKsement. He also holds the Cardiac Life Support card. Brother Kauffman was born in Dayton, Ohio and lives in Fort Pierce, Fla. He ships out of Jacksonville, Fla. Seafarer Steve Fergiis, 24, gradu­ ated from the Harry Lundeberg School in 1973. He re­ ceived his GED di­ ploma there at the same time and retttrned to the school in 1976 'o upgrade for his FOWT endorsement. He also has the Cardiac Life Support card. Brother Fergus is a native and resident of Gainesville, Fla. and ships out of Jacksonville. James T. Karaczynski Seafarer James T. Karaczynski, 23, graduated from HLS in 1975. He returned to the .school in 1977 to get his AB ticket and earned his Car­ diac Life Support card during his "A" seniority upgrading. He also holds a tankerman's endorsement. Brother Karaczynski is a native and resident of Brooklyn, N. Y. and ships out of the port of New York. Jonathan Faircioth Seafarer Jona­ than "Dave" Faircloth, 20, first .sailed with the SIU in 1974 after grad­ uating from the Trainee Program at the Harry Lunde­ berg School. He also earned his high school equivalency diploma there in the HLS General Educational Develop­ ment Program. He first shipped out as a Third Cook and later returned to the school for his AB ticket. Now a mem­ ber of the deck department, he ships out of the port of New Orleans. Brother Faircioth was born in Fort Campbell, Ky. and resides in Opelika, Ala. While taking the "A" seniority upgrading course, he earned his Cardiac Life Sup­ port card. Mark Johnson Seafarer Mark Johnson, 23, start­ ed .sailing with the SIU in 1974 after graduating from the HLS Trainee Pro­ gram. He earned his AB ticket in 1977 and his Car­ diac Life Support card during the current "A" seniority upgrading program. Brother Johnson was born in Knoxville, Tenn. where he still resides. He ships out of the port of New Orleans. Lewis Madara Seafarer Lewis Madara, 27, graduuated from the Lundeberg School in 1975 and has sailed with the SIU in the deck depart­ ment since that time. He now holds his AB ticket and just received his Cardiac Life Support card. Brother Madara was born in Sea Isle, N. J. and lives in Marmora, N. J. He .ships out of the port of Philadelphia. 38 / LOG / August 1977 Nelson Bumpers Seafarer Nelson Bumpers, 24, has been sailing with the SIU since he graduated from the HLS Trainee Pro­ gram in 1975. He also earned his GED diploma there and later returned to the .school to receive his FOWT rat­ ing. He completed the Cardiac Life Support course there during the "A" seniority upgrading program. Brother Bumpers was born, lives and ships out of the port of Mobile. John Castleberry Seafarer John Castleberry, 26, started sailing with the SIU in 1973 af­ ter graduating from the HLS Trainee Program. He earn­ ed his AB ticket at Piney Point in 1974. During the current "A" Seniority Upgrading Program he completed the Cardiac Life Support Course. Brother Castleberry was born in Durant, Okla. and lives in Weatherford, Tex. He ships out of the port of Houston. .y r s Brotherhood m .. for SIU members with Alcohol problem It is an accepted fact that education is important in preventing alcoholism and other drug problems. Alcohol is, after all, a drug. As a drug, it has the potential to be abused. The abuse of alcohol is not always the same thing as alcoholism. One kind of alcohol abuse can occur without the victim's even being aware of it. This kind of abuse is the combining of alco­ hol with other drugs—a practice which can be fatal. Anti-diabetic drugs, insulin for ex­ ample, interact with alcohol to increase the effect of the alcohol and to drastic­ ally lower the body's blood sugar to a dangerous level. Alcohol in combination with medication to lower blood pres­ sure will frequently cause the blood pressure to drop quickly and steeply; in combination with antibiotics, alcohol can make the blood pressure skyrocket. If you drink after taking antihista­ mines (medicines for allergy and the common cold), antidepressants (Marplan or Nardil, for example), tranquil­ izers (like Valuim and Librium) or most sedatives, your entire central ner­ vous system will be depressed and you are likely to find yourself dangerously oversedated. Obviously all of these many drugs which can cause trouble when taken with alcohol are legal. So, Seafarers who want to avoid alcohol abuse and/ or alcoholism have to be cautious about the drug alcohol. Just drinking moder­ ately is not enough. Another different kind of problem confronts Seafarers who are recovering alcoholics. These men are avoiding the drug whicTi led to their illness. But in the early stages of their recoveries, they may be subject to frequent depressions. Many doctors are very willing to pre­ scribe Valium, Librium and similar drugs to relieve this depression. But these drugs affect the body in the same way that alcohol does. The recovering alcoholic should not take them. The symptoms of his illness will not be cured by these drugs. His dependence on alcohol will just be transferred to_ dependence on another drug. The use of drugs, alcohol and other drugs, too, presents many hazards for Seafarers. The pattern of our lives— long days of work broken by short, in­ frequent stops in port—can encourage reckless shoreside drinking that can be the start of alcoholism. Illegal use of drugs means trouble with the law for most people—for us it can mean the end of our jobs forever. For these reasons, our Union is com­ mitted to educating our members about potential problems so that we can pre­ vent them. When it's too late for pre­ vention, we are committed to helping our brothers overcome alcoholism and make a new start in life. We are, every one of us, committed to these goals because, as Seafarers and SIU members, we have all worked too hard and come too far to be willing to sacrifice the welfare of even one SIU Brother. I Alcoholic Rehabilitaiion Center I am inlercslcd in attending a six-week program at tiie Aleoholic Rehabilitation C enter. 1 understand that all my medicad and counseling Clare Crane Seafarer Clare Crane, 19, has sailed with the SIU .since he graduated from the HLS Training Program in 1974. He also earned his GED di­ ploma at Piney_ Point at that time. He upgraded to Assistant Cook at the Lundeberg School in 1976 and com­ pleted the Cardiac Life Support course there during his "A" .seniority upgrad­ ing. Brother Crane was born in Seattle, lives in Lynwood, Wash, and ships out of the port of Seattle. records w ill be kept slriclly coiilideiitial, and that they will not be kept anywhere except at The Center. Name Book No. Address (Street or RFD) (City) Telephone No. Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-day, (301) 994-0010 (State) (Zip) �377 Have lloiiatcil $100 or Alore i To SI'AII Since Iteoiiiiiiiiii of '77 j The following Seafarers and other concerned individuals, 377 in all, have demonstrated an active interest in participating in political and j legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or more to j the Seafarers Political Activities Donation (SPAD) fund since the beginning of 1977. (The law prohibits the use of any union money, such as \ j dues, initiation fees, etc., for political activities. The most effective way the trade unionist can take part in politics is through voluntary political ^ contributions. SPAD is the union's separate segregated political fund. It solicits and accepts only voluntary contributions. It engages in political j activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution without fear of reprisal.) Twelve who have realized how important it is to let the SIU's voice be heard in the Halls of Congress have contributed $200, two have contributed $300, one has given $400, and two $600. For the rest of the year the LOG will be running the SPAD honor rolls because the Union feels that in the upcoming months our political role must be maintained if the livelihoods of Seafarers are to be protected. (A copy i of our report is filed with the Federal Election Commission and is avail able for purchase from the Federal Election Commission, Washington, i D.C.) NOTE: Each month's SPAD Honot Roll contains the names of those individuals who have given $100 or more as of the last Friday 5 of the previous month. Diaz, R. Johnson, D. Gaston, T. Martinussen, C. Patterson, D. Ruzyski, S. Brown, I. i Abadi, H. Dicrcks, J. Johnson, R. Gavin, J. McCartney, G. Paulovich, J. Sacco,J. Browne, G. i Abas, I. Digiorgio, J. Johnsted, R., Jr. McCarthy, L. Gentile, C. Pecquex, F. Sacco, M. Abobaker, F. Bryan, E. Doak, W. Jones, C. Gimbert, R. McCaskey, E. Perez, J. Saeed, S. Adams, W. Bryant, B. Dolgen, D. Glidewell, T. Jones, R. McClinton, J. Peth, C. Salanon, G. Adamson,R.R. Bucci, P. Domenico, J. Jones, T. Goff, W. McElroy, E. Picczonetti, M. Saleh, H. Domingo, G. Adiuin, M. Buczynski, J. Jorge, J. Goldberg, J, McKay, D. Piper, K. San Fillippo, J. Donovan, P. Bullock, R. Air, R. N. Kastina, T. Golder, J. McNabb,J. Pool, D. Sanchez, M. Downon, P. Burke, T. Algina, J. Kauffmaii, R. Gooding, H. McNally, M. Porter, B. Schuhels, P. Drozak, P. Burnette, P. KeUer,D. Goodspeed, J. AU,A. McNeely, J. Prentice, R. Seabron, S. Drury, C. Caffey, J. Kerngood, M. Allen, J. Gorbea, R. Mehert, R. Pretare, G. Seagord, E. Dryden, J. Anderson, A. Caga, L. Kerr, R. Greene, H. Mesford, H. Prevas, P. Selzer, R. Ducote, C. Kingsley, J. Anderson, A. Callahan, J. Grepo, P. Mollard, C. Primero, F. Selzer, S. Dudley, K. Anderson, R. Campbell, A. Guarino, L. Klzzire, C. Mongelli, F. Prott, T. Shabian, A. Dwyer, J. Campbell, A. Antici, M. Knutsen, E. Guillen, A. Mooney, E. Pulliam, J. Shelton, J. Dyer, A. Campbell, A. Aquino,'G. Hagerty, C. Koflowitch, W. Morris, W. Purgvee, A. Sholar, E. Evans, M. Carbone, V. A.rle, Kouvardas, J. Haggagi, A. Morrison, J. Quinnonez, R. Sigler, M. Aspseter, H. Cavanaugh, J. Fagan, W. Hall,W. Mortensen, O. Kozicki, R. Raineri, F. Silva, M. Falcon, A. Aumiller, R. Celgina, J. Hall,M. Mosley, W. Kramer, M. Rankin, J. Smith, L. Farnen, F. Avery, R. Cheshire, J. Hannibal, R. Kwiatek, G. Muniz, W. Rattray, W. Smith, T. Cinquemano, A. Farrell, C. Badgett, J. Harildstad,V. Munsie, J. Kydd, D. Reck, L. Snyder, J. Faust, J. Cofone, W. Bailey, J, Harris, E. Murray, J. Lankford, J. Reinosa, J. Somerville, G. Fay, J. Bakarich, P. Conklin, K. Harris, W. Murray, M. Lawrence, W. Reiter, J. Soresi, T. Fergus, S. Barroga, A. Conning, E. Harris, W. Musaid, A. Lee, K. Rhoades, G. Spencer, G. Fester, M. Barry, J. Costango, G. Hatton, M. Mynes, A. Lelonek, L. Richburg, J. Stancaugr, R. Fgrshcc, R. Bartlctt, J. Cousins, W. Hauf,M. Myrex, L. Lennon, J. Riddle, D. Stankiewicz, A. Firshing, W. Bauer, C. Cresci, M. Haynes, B. Napoli, F. Lewis, L. Ries, C. Stearns, B. Fischer, H. Heimal, W. Cross, M. i Baum, A. Nash, W. Libby, H. Ripoll, G. Stevens, W. i Beeching, M. Cunningham, W Fiune,V. Heniken, E. Nauarre, T. Liles, T. Roades, O. Stubblelield, P. Fletcher, B. Neffe, J. Heroux, A. Lindsey, H. Roberts, J. i Bellinger, W. Curry, M. Sulaiman, A. Tobin, G. Florous, C. Curtis, T. Hersey, G. Nielsen, R. Loleas, P. Robinson, W. Sullins, F. i Beiioit, C. Tobio, J. Forgeron, L. Bergeria, J. Da SUva, M. Hill, G. O'Donnell, J. Lombardo, J. Rodriguez, R. Surrick, R. Troy, S. P. Fox, Berglond, B. Danzey, T. Holmes, W. Olson, F. Lundberg, J. Rondo, C. Swiderski,J. Truciiski, C. Franco, P. Dalman, G. Berlin, R. Homayonpour, M. Lynch, C. Omar, Y. Rosenthal, M. Tanner, C. Tsminrx, L. i Francum, C. Darden, J. Bishop, S. Howse, A. Pacheco, E. Lyness, J. Roshid, M. Taylor, F, Turner, B. Frank, S., Jr. Davidson, W. Bland, W. Hunter, W. Paladino, F. Magruder, W. Roubek, T. Taylor, J. Turner, L. Davis, J. Frederickson, E. lovino, L. Bobalek,W. Papuchis, S. Malesskey, G. Roy, B. Telegadas, G. Tuttle, M. Fuller, G. Bonser, L. Davis, J. Jacobs, R. Paradise, L. Manafe, D. Royal, F. Tcrpc, K. Underwood, G. Furukawa, H. Boudreaux, C. Davis, S. Jackson, J. Paschal, R. Martin, T. Rudnicki, A. Theiss, R. Vasquez, J. Boyle, D. Debarrios, M. Gallagher, L. Velandra, D. Dechamp, A. Gallium, R. Boyne, D. Velez, R. -ywv •1!^ Delgado, J. Bradley, E. Ganthier, C. Vukiiiir, G. Delrio, J. Garcia, R. Brand, H. Walker, T. SEAFARERS POLITICAL ACTIVITY DONATION Gard, C. Brongh, E. Demetrics, J. Weaver, A. (SPAD) Brown, G. Gardner, E. Dernbach, J. Webb, J. 675 FOURTH AVENUE BROOKLYN, N.Y. 11232 Weber, J. S.S. No.. Date. i West, D. $600 Honor Roll Westbrook, A. L. i .Book No.. Contributor's Name, Lilledahl, H. Pomerlane, R. Westerholm, G. ! Address. 1 Whitmer, A. i Whitsitt, M. City .State . .Zip Code $400 Honor Roll 1 Widnian, J. I acknowledge and understand ttiat SPAQ is a separate segregated fund established and administered i Wilburn, R. Manuel, R. by my Union to engage in political activities and to make contributions and expenditures for candidates Williams, L. i seeking political office and solicits and accepts only voluntary contributions, and I have the right to refuse to make any contribution without fear of reprisal, I may contribute such amount as I may volun­ Wilson, C. 1 tarily determine and I herewith contribute the sum of $ . This contribution constitutes my $300 Honor Roll Wilson,!. voluntary act and 1 am to to receive a copy of this receipt showing the amount of my contribution. A i copy of SPAD's report is filed with the Federal Ei-Ction Commission and is available for purchase from R. Winder, Quinter, J. Rpmolo, V. i the Federa;- C'ection-Gommission, Wash/ngtcr;, D.C. - Wingfield, P. Wolf, P. Signature of Solicitor $200 Honor Roll Port Woody, J. Solicitor's No. Worley, M. Frounfelter, D. Seibel, E. Aronica, A. Worster, R. Shields, J. Bernstein, A. Hail, P. Yarmola, J. Combs, W. McFarland, D. Stephens, Zeagler, S. Stewart, E. Drozak, F. Pow, J. i i D o 3 O a •t. 1977 July 1977/LOG/39 �Aboard the tug Laura Haden (G & H) are (I. to r.): Capt. James Ryan; AB David Green, and Chief Engineer Pat "Midnight" O'Brien. hen the hog visited Houston, the nation's third largest port, we found SlU Boatmen spread out over many miles of inland waterway .—on the Houston Ship Channel, Galveston Bay, and various side chaunels. Our first stop was right in town at the main G&H Towing Dock on the Ship Channel. Several tugs were out W Houston Ranging Port docking ships, but we had a chance to talk to ttie crews of the W. A. Wansley, the C, Hadden Masterson, and the Laura Haden. A few hours later we chanced to see three G&H tugs docking a ship at a Texas City oil dock. We caught the crew of another G&H boat, the Propeller' at dockside at LaPorte. One crewmember was trying his luck at fishing while waiting for the boat's next assignment. On the way back to town we Stopped at Jacintoport, a large bargefleeting area on the Houston Ship Channel. No SlU-manned haihor boats were around, as ttey were all out on the water working. However, we did find an SHJ-manned towboat, die Johnny Brown ot Slade Towii^ Chief Engineer Fred Hickman at the prow of the tug W. A. Wansley (G&H Towing). waiting to take oh two ba^e loi^ pf crude oil. Our last stop was at Blud^prfli Shipyard in Houston to visit the crew of the National Pride which was In for repairs. The crew bad a good long talk witih Union Repre­ sentative Sal Salazar about the SHJ Vacatkin Flan for Boatmmi and many oflier Herns €»f Interest. & H iugs, the Grampus, Francis E. Haden and the J. H. Masterson dock the ST Amoco Cremona at aTexas City, Tex. oil dock. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource July 1977 Description An account of the resource HEADLINES CARTER BACKS 9.5% OIL CARGO PREFERENCE BOATMEN AT CARIBE TOWING APPROVE 3-YEAR CONTRACT FLEXIBILITY, EDUCATION ANSWERING MARITIME INDUSTRY’S NEEDS DROZAK BLASTS USCG FAILURES ON SAFETY SCHULMAN: U.S. SEAMAN HAVE RIGHTS, TOO GAO STUDY PROVES PHS NEEDS MORE MONEY BARKER ELECTED NMC CHAIRMAN MC&S MERGER WITH SIU A&G DISTRICT IS PROCEEDING SIU-CONTRACTED OVERSEAS CHICAGO USED FOR TRAINING MARINERS’ CHURCH REMEMBERS SONS LOST TO THE GREAT LAKES RETIRING MSC CHIEF SAYS SEAPOWER ESSENTIAL TO U.S. AFL-CIO ENDS BOYCOTT OF RINGLING BROS. ALASKAN OIL SWAP PLAN TO JAPAN REJECTED AQUARIUS COMPLETES TRIAL CARGO RUNS IN ENGLAND SIU, NMU SIGN AGREEMENT TO STUDY MERGER AD HOC COMMITTEE HAS HELPED UNION COOPERATION NEW HOUSTON HIRING HALL OPENS; JULY MEETINGS HELD WORKERS’ PROGRESS STANDS OUT IN VISIT TO SWEDEN AS PARTICIPANT IN 10-MEMBER AFL-CIO DELEGATION USER FEE NOT ANSWER TO LOCKS & DAM 26 REP. MCKINNEY: ‘SHIP AMERICAN’ SHOULD BE MORE THAN SLOGAN 5TH BOATMEN’S CONFERENCE IS AN EDUCATION CONTRACTS RATIFIED AT SABINE TOWING; DIXIE CARRIERS THE SUPERTANKER TT STUYVESANT IS SET FOR CREWING A NEW INLAND CONTRACT SAVES MEMBER $9,604.35 HOW THE 1954 CARGO PREFERENCE ACT HELPS THE FLEET TWO OLD BATTLERS REMEMBER SNUG HARBOR AND ITS FOUNDER JAIL A NIGHTMARE FOR YANKS BUSTED ABROAD FOR DRUGS RUPPE PRESSES COAST GUARD TO CONSULT UNIONS ON MANNING HLSS MEETING MANPOWER NEEDS OF TOWING INDUSTRY HOUSTON- A WIDE RANGING PORT Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 7/1/1977 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 39, No. 7 1977 Periodicals Seafarers Log